U.S. patent number 6,960,152 [Application Number 10/475,770] was granted by the patent office on 2005-11-01 for hybrid vehicle drive control device, hybrid vehicle drive control method and program thereof.
This patent grant is currently assigned to Aisin AW Co., Ltd.. Invention is credited to Kazuo Aoki, Toshio Okoshi.
United States Patent |
6,960,152 |
Aoki , et al. |
November 1, 2005 |
Hybrid vehicle drive control device, hybrid vehicle drive control
method and program thereof
Abstract
A hybrid control device including a drive motor that compensates
for an excessive or a deficient amount of engine torque with
respect to a vehicle requirement torque and a controller that
detects a torque limit index, which is an index that limits a drive
motor torque, determines whether the torque limit index has
exceeded a threshold value, limits the drive motor torque when the
torque limit index has exceeded the threshold value, and adjusts
the engine torque in accordance with a limiting of the drive motor
torque.
Inventors: |
Aoki; Kazuo (Anjo,
JP), Okoshi; Toshio (Anjo, JP) |
Assignee: |
Aisin AW Co., Ltd. (Anjo,
JP)
|
Family
ID: |
26625297 |
Appl.
No.: |
10/475,770 |
Filed: |
October 23, 2003 |
PCT
Filed: |
December 26, 2002 |
PCT No.: |
PCT/JP02/13604 |
371(c)(1),(2),(4) Date: |
January 23, 2004 |
PCT
Pub. No.: |
WO03/05571 |
PCT
Pub. Date: |
July 10, 2003 |
Foreign Application Priority Data
|
|
|
|
|
Dec 26, 2001 [JP] |
|
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2001-394956 |
Aug 9, 2002 [JP] |
|
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2002-234189 |
|
Current U.S.
Class: |
477/3 |
Current CPC
Class: |
B60W
10/06 (20130101); B60W 20/00 (20130101); B60L
50/15 (20190201); B60W 20/10 (20130101); B60L
15/20 (20130101); B60W 10/08 (20130101); B60K
6/445 (20130101); Y02T 10/62 (20130101); B60W
2510/081 (20130101); B60W 2510/083 (20130101); B60L
2240/425 (20130101); B60L 2240/525 (20130101); B60L
2240/423 (20130101); B60L 2250/26 (20130101); Y10T
477/23 (20150115); Y02T 10/7072 (20130101); Y02T
10/64 (20130101); B60L 2240/421 (20130101); B60W
2710/0666 (20130101); B60K 1/02 (20130101); B60W
2710/083 (20130101); Y02T 10/72 (20130101); B60K
2006/268 (20130101); B60W 2510/087 (20130101) |
Current International
Class: |
B60L
15/20 (20060101); B60K 6/04 (20060101); B60K
6/00 (20060101); B60K 1/00 (20060101); B60K
1/02 (20060101); B60K 001/02 () |
Field of
Search: |
;180/65.2 ;60/711,716
;477/3 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
|
6-90507 |
|
Mar 1949 |
|
JP |
|
62-217805 |
|
Sep 1987 |
|
JP |
|
8-37702 |
|
Feb 1996 |
|
JP |
|
9-98508 |
|
Apr 1997 |
|
JP |
|
A 10-325344 |
|
Dec 1998 |
|
JP |
|
11-027806 |
|
Jan 1999 |
|
JP |
|
A 11-82258 |
|
Mar 1999 |
|
JP |
|
Primary Examiner: Wright; Dirk
Attorney, Agent or Firm: Oliff & Berridge, PLC
Claims
What is claimed is:
1. A hybrid vehicle control device, comprising: a drive motor that
compensates for an excessive or a deficient amount of engine torque
with respect to a vehicle requirement torque; and a controller
that: detects a torque limit index, which is an index that limits a
drive motor torque; determines whether the torque limit index has
exceeded a threshold value; limits the drive motor torque when the
torque limit index has exceeded the threshold value; and adjusts
the engine torque, in accordance with a limiting of the drive motor
torque, wherein the torque limit index is a temperature of a drive
motor drive portion.
2. The hybrid vehicle control device according to claim 1, wherein
the controller limits a regenerative torque during regeneration of
the drive motor, the regeneration of the motor for absorbing an
excessive amount of the engine torque with respect to the vehicle
requirement torque.
3. The hybrid vehicle control device according to claim 1, wherein
the controller limits a powering torque during powering of the
drive motor, the powering of the drive motor being for compensating
for the deficient amount of the engine torque with respect to the
vehicle requirement torque.
4. The hybrid vehicle control device according to claim 1, wherein
the controller limits the drive motor torque that is required to
move the hybrid vehicle backward when a reverse range is
selected.
5. The hybrid vehicle control device according to claim 4, wherein
the controller stops the engine when the reverse range is
selected.
6. A hybrid vehicle control device, comprising: a drive motor that
compensates for an excessive or a deficient amount of engine torque
with respect to a vehicle requirement torque; and a controller
that: detects a torque limit index, which is an index that limits a
drive motor torque; determines whether the torque limit index has
exceeded a threshold value; limits the drive motor torque when the
torque limit index has exceeded the threshold value; and adjusts
the engine torque, in accordance with a limiting of the drive motor
torque, wherein the torque limit index is an electrical variable of
a motor drive portion.
7. The hybrid vehicle control device according to claim 6, wherein
the controller limits a regenerative torque during regeneration of
the drive motor, the regeneration of the drive motor being for
absorbing the excessive amount of the engine torque with respect to
the vehicle requirement torque.
8. The hybrid vehicle control device according to claim 6, wherein
the controller limits a powering torque during powering of the
drive motor, the powering of the drive motor being for compensating
for the deficient amount of the engine torque with respect to the
vehicle requirement torque by the motor.
9. The hybrid vehicle control device according to claim 6, wherein
the controller limits the drive motor torque that is required to
move the hybrid vehicle backward when a reverse range is
selected.
10. The hybrid vehicle control device according to claim 9, wherein
the controller stops the engine when the reverse range is
selected.
11. A hybrid vehicle control device, comprising: a drive motor that
compensates for an excessive or a deficient amount of engine torque
with respect to a vehicle requirement torque; and a controller
that: detects a torque limit index, which is an index that limits a
drive motor torque; determines whether the torque limit index has
exceeded a threshold value; limits the drive motor torque when the
torque limit index has exceeded the threshold value; and adjusts
the engine torque, in accordance with a limiting of the drive motor
torque, wherein the controller limits the drive motor torque that
is required to move the hybrid vehicle backward when a reverse
range is selected.
12. The hybrid vehicle control device according to claim 11,
wherein the controller stops the engine when the reverse range is
selected.
13. A hybrid vehicle control device, comprising: a drive motor that
compensates for an excessive or a deficient amount of engine torque
with respect to a vehicle requirement torque; and a controller
that: detects a torque limit index, which is an index that limits a
drive motor torque; determines whether the torque limit index has
exceeded a threshold value; limits the drive motor torque when the
torque limit index has exceeded the threshold value; and adjusts
the engine torque, in accordance with a limiting of the drive motor
torque, wherein the hybrid vehicle includes: an engine; the drive
motor; a generator; an output shaft connected to a drive wheel; and
a differential gear unit having three gear elements, each gear
element being connected to the engine, the generator, and the
output shaft, and the drive motor being connected to the output
shaft.
14. The hybrid vehicle control device according to claim 13,
wherein the controller limits a regenerative torque during
regeneration of the drive motor, the regeneration of the drive
motor for absorbing the excessive amount of the engine torque with
respect to the vehicle requirement torque.
15. The hybrid vehicle control device according to claim 13,
wherein the controller limits a powering torque during powering of
the drive motor, the powering of the drive motor being for
compensating for the deficient amount of the engine torque with
respect to the vehicle requirement torque.
16. The hybrid vehicle control device according to claim 13,
wherein the controller adjusts the engine torque equivalent to the
limited drive motor torque amount.
17. A hybrid vehicle control method, comprising detecting a torque
limit index, which is an index that limits a drive motor torque of
a drive motor that compensates for an excessive or a deficient
amount of engine torque with respect to a vehicle requirement
torque vehicle; determining whether the torque limit index has
exceeded a threshold value; limiting the drive motor torque when
the torque limit index has exceeded the threshold value; and
adjusting the engine torque in accordance with the limiting of the
drive motor torque, wherein the hybrid vehicle includes: an engine;
the drive motor; a generator; an output shaft connected to a drive
wheel; and a differential gear unit having three gear elements,
each gear element being connected to the engine, the generator, and
the output shaft, and the drive motor being connected to the output
shaft.
18. A computer readable memory medium for a hybrid vehicle drive
control apparatus, the memory medium storing a program comprising:
instructions to determine whether a torque limit index has exceeded
a threshold value, instructions to limit a drive motor torque when
the torque limit index has exceeded the threshold value; and
instructions to adjust an engine torque in accordance with the
limiting of the drive motor torque, wherein the hybrid vehicle
includes: an engine; a drive motor; a generator; an output shaft
connected to a drive wheel; and a differential gear unit having
three gear elements, each gear element being connected to the
engine, the generator, and the output shaft, and the drive motor
being connected to the output shaft.
19. A hybrid vehicle control device, comprising: a drive motor that
compensates for an excessive or a deficient amount of engine torque
with respect to a vehicle requirement torque; and a controller
that: determines whether a torque limit index has exceeded a
threshold value, limits a drive motor torque when the torque limit
index has exceeded the threshold value; and adjusts an engine
torque in accordance with the limiting of the drive motor torque,
wherein the hybrid vehicle includes: an engine; the drive motor; a
generator; an output shaft connected to a drive wheel; and a
differential gear unit having three gear elements, each gear
element being connected to the engine, the generator, and the
output shaft, and the drive motor being connected to the output
shaft.
Description
BACKGROUND OF THE INVENTION
1. Field of Invention
The invention relates to a hybrid vehicle drive control device, a
hybrid vehicle drive control method and a program thereof.
2. Description of Related Art
Conventionally, there exists various types of hybrid vehicles. For
example, in a first type of hybrid vehicle, an engine and a drive
motor are directly connected, so that an engine torque and a drive
motor torque can be transmitted to a drive wheel. Thus, when torque
that is required to make a hybrid vehicle run (vehicle requirement
torque) is small, the engine is driven at the most efficient
operation point on an optimal fuel consumption curve. The drive
motor torque that corresponds to the amount of the engine torque in
excess of the vehicle requirement torque is also absorbed as
regenerative torque, and electrical energy is generated by the
drive motor, which is used for charging a battery. (See Japanese
Patent Laid-Open Publication No. 11-82258).
Furthermore, a second type of hybrid vehicle has a planetary gear
unit that is provided with a sun gear, a ring gear and a carrier.
The carrier and the engine are connected, the ring gear and a drive
wheel are connected, and the sun gear and a generator are
connected, wherein a portion of the engine torque is transmitted to
the generator, and the remaining amount is transmitted along with
the drive motor torque to the drive wheel.
In this case, in an overdrive state that reduces the engine torque
in the engine and increases a speed of revolution of the engine,
(the engine speed) electrical energy is generated by absorbing as
regenerative torque the drive motor torque that corresponds to a
portion of the engine torque transmitted from the engine to the
drive motor, and the generator is driven as an electric motor using
this electrical energy. (See Japanese Patent Laid-Open Publication
No. 10-325344). Further, in one known example of the second type of
hybrid vehicle, the hybrid vehicle, when running an engine to
generate power by a generator, is moved backward by causing a drive
motor to generate drive motor torque in a reverse direction such
that it is sufficient to overpower the engine output (refer to U.S.
Pat. No. 6,005,297).
SUMMARY OF THE INVENTION
However, with the first type of conventional hybrid vehicle, for
example, it becomes necessary to limit the regenerative torque when
overheating occurs when the electrical energy is generated by the
drive motor. However, the drive motor torque that corresponds to
the amount of the engine torque in excess of the vehicle
requirement torque cannot be absorbed by the regenerative torque.
In this case, an engine torque greater than the vehicle requirement
torque is transmitted to the drive wheel, thereby imparting an
unpleasant sensation to a driver.
Furthermore, in the second type of hybrid vehicle, if an amount of
engine torque is attempted to be absorbed as regenerative torque in
a high vehicle speed zone, like the engine, the drive motor is made
to rotate at a high rotational speed. The drive motor thus cannot
adequately absorb the regenerative torque. As a result, it is
necessary to limit the regenerative torque. However in this case,
an engine torque greater than the vehicle requirement torque is
transmitted to the drive wheel, and thus an unpleasant sensation is
imparted to a driver.
Further, in the above-mentioned second type of hybrid vehicle,
there is a case where, for example, the hybrid vehicle is driven
backward while the engine is running and the generator is
generating power. If it becomes necessary to limit drive motor
torque for some reason, the drive motor torque in the reverse
direction which is sufficient to overpower the engine torque cannot
be generated. This makes it difficult to move the hybrid vehicle
backward, and as a result, an uncomfortable sensation is imparted
to a driver.
The invention thus solves the problems of the aforementioned
conventional hybrid vehicles, and provides a hybrid vehicle drive
control device that does not impart an unpleasant sensation to a
driver when it becomes necessary to limit drive motor torque, a
hybrid vehicle drive control method and a program thereof.
For this purpose, the hybrid vehicle control device according to an
exemplary aspect of the invention includes a motor that compensates
for an excessive or a deficient amount of engine torque with
respect to a vehicle requirement torque and a controller that
detects a torque limit index, which is an index that limits a drive
motor torque, determines whether the torque limit index has
exceeded a threshold value, limits the drive motor torque when the
torque limit index has exceeded the threshold value, and adjusts
the engine torque, in accordance with a limiting of the drive motor
torque.
In this case, when the torque limit index has exceeded the
threshold value and it has become necessary to limit the drive
motor torque, the engine torque is adjusted and reduced by that
amount. Therefore, the unpleasant sensation is not imparted to the
driver because an engine torque greater than the vehicle
requirement torque is not transmitted to the drive wheel.
According to an embodiment of the invention, the drive motor torque
required to move the hybrid vehicle backward when the reverse range
is selected is limited. As the drive motor torque is limited, the
engine torque is adjusted.
According to another embodiment of the invention, it is possible to
generate a drive motor torque in a reverse direction such that it
is sufficient to overpower the engine output. This makes it easy to
drive the hybrid vehicle backward, and a driver does not have an
unpleasant sensation.
In a hybrid vehicle control method according to the invention, the
method includes detecting a torque limit index, which is an index
that limits a drive motor torque of a drive motor that compensates
for an excessive or a deficient amount of engine torque with
respect to a vehicle requirement torque vehicle, determining
whether the torque limit index has exceeded a threshold value,
limiting the drive motor torque when the torque limit index has
exceeded the threshold value, and adjusting the engine torque in
accordance with the limiting of the drive motor torque.
A program of the hybrid vehicle drive control apparatus includes a
routine that determines whether a torque limit index has exceeded a
threshold value, a routine that limits a drive motor torque when
the torque limit index has exceeded the threshold value, and a
routine that adjusts an engine torque in accordance with the
limiting of the drive motor torque.
BRIEF DESCRIPTION OF THE DRAWINGS
Various embodiments of the invention will be described with
reference to the drawings, wherein
FIG. 1 is a function block diagram of a hybrid vehicle drive
control device according to a first embodiment of the
invention;
FIG. 2 is a conceptual diagram of a hybrid vehicle according to the
first embodiment of the invention;
FIG. 3 is an operation explanatory diagram of a planetary gear unit
according to the first embodiment of the invention;
FIG. 4 is a diagram of vehicle speed during normal running periods
according to the first embodiment of the invention;
FIG. 5 is a diagram of torque during normal running periods
according to the first embodiment of the invention;
FIG. 6 is a conceptual diagram of a hybrid vehicle drive control
device according to the first embodiment of the invention;
FIG. 7 is a first main flow chart illustrating an operation of a
hybrid vehicle drive control device according to the first
embodiment of the invention;
FIG. 8 is a second main flow chart illustrating the operation of
the hybrid vehicle drive control device according to the first
embodiment of the invention;
FIG. 9 is a third main flow chart illustrating the operation of the
hybrid vehicle drive control device according to the first
embodiment of the invention;
FIG. 10 is a drawing illustrating a first vehicle requirement
torque map according to the first embodiment of the invention;
FIG. 11 is a drawing illustrating a second vehicle requirement
torque map according to the first embodiment of the invention;
FIG. 12 is a drawing illustrating an engine target operation state
map according to the first embodiment of the invention;
FIG. 13 is a drawing illustrating an engine drive area map
according to the first embodiment of the invention;
FIG. 14 is a drawing illustrating a subroutine of a sudden
acceleration control process according to the first embodiment of
the invention;
FIG. 15 is a drawing illustrating a subroutine of a drive motor
control process according to the first embodiment of the
invention;
FIG. 16 is a drawing illustrating a subroutine of a generator
torque control process according to the first embodiment of the
invention;
FIG. 17 is a drawing illustrating a subroutine of an engine start
control process according to the first embodiment of the
invention;
FIG. 18 is a drawing illustrating a subroutine of a generator
rotational speed control process according to the first embodiment
of the invention;
FIG. 19 is a drawing illustrating a subroutine of an engine stop
control process according to the first embodiment of the
invention;
FIG. 20 is a drawing illustrating a subroutine of a generator brake
engage control process according to the first embodiment of the
invention;
FIG. 21 is a drawing illustrating a subroutine of a generator brake
release control process according to the first embodiment of the
invention;
FIG. 22 is a drawing illustrating a limiting method for drive motor
target torque according to the first embodiment of the
invention;
FIG. 23 is a drawing illustrating a subroutine of an engine control
process according to the first embodiment of the invention;
FIG. 24 is a first time chart illustrating an operation of the
engine control process according to the first embodiment of the
invention;
FIG. 25 is a second time chart illustrating the operation of the
engine control process according to the first embodiment of the
invention;
FIG. 26 is a drawing illustrating a subroutine of an engine control
process according to a second embodiment of the invention;
FIG. 27 is a time chart illustrating the operation of the engine
control process according to the second embodiment of the
invention; and
FIG. 28 is a drawing illustrating a subroutine of an engine control
process according to a third embodiment of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Hereafter, embodiments of the invention are described in detail
with reference to the accompanying drawings. FIG. 1 is a function
block diagram of a hybrid vehicle drive control device according to
a first embodiment of the invention. In the drawing, reference
numeral 25 denotes a drive motor that compensates for an excessive
or a deficient amount of torque of an engine (not shown), i.e., the
engine torque, with respect to a vehicle requirement torque
required by a hybrid vehicle. Reference numeral 65 denotes a drive
motor temperature sensor, which functions as a torque limit index
detection portion that detects a torque limit index, which is an
index that limits a torque of the drive motor 25, i.e., the drive
motor torque. Reference numeral 91 denotes an index determination
processing mechanism that determines whether the torque limit index
has exceeded a threshold value; reference numeral 92 denotes a
torque limit processing mechanism that limits the drive motor
torque when the torque limit index has exceeded the threshold
value; reference numeral 93 denotes an engine torque adjustment
processing mechanism that adjusts the engine torque, in accordance
with the limiting of the drive motor torque.
Next, the hybrid vehicle will be described. Note that in this case,
the description refers to the second type of hybrid vehicle as
described earlier, but the invention is also applicable to the
first type of hybrid vehicle. FIG. 2 is a conceptual diagram of a
hybrid vehicle according to the first embodiment of the
invention.
In the drawing, reference numeral 11 denotes an engine (E/G)
provided on a first axis; reference numeral 12 denotes an output
shaft provided on the first axis that outputs rotation generated by
the drive of the engine 11; reference numeral 13 denotes a
planetary gear unit provided on the first axis which is a
differential gear unit that shifts with regard to a rotation input
via the output shaft 12; reference numeral 14 denotes an output
shaft provided on the first axis that outputs the rotation after
shifting the planetary gear unit 13; reference numeral 15 denotes a
first counter drive gear which is an output gear fixed to the
output shaft 14; reference numeral 16 denotes a generator (G),
provided on the first axis, which is a first electric machine that
is connected with the planetary gear unit 13 via a transfer shaft
17 and is further mechanically connected with the engine 11 in a
manner allowing differential rotation.
The output shaft 14 has a sleeve shape and is provided encircling
the output shaft 12. Also, the first counter drive gear 15 is
provided closer to the engine 11 side than the planetary gear unit
13.
The planetary gear unit 13 is equipped with at least a sun gear S
which is a first gear element, a pinion P that meshes with the sun
gear S, a ring gear R which is a second gear element that meshes
with the pinion P, and a carrier CR which is a third gear element
that rotatably supports the pinion P. The sun gear S is connected
with the generator 16 via the transfer shaft 17, the ring gear R is
connected, via the output shaft 14 and a predetermined gear train,
with a drive wheel 37 and the drive motor (M) 25 which is a second
electric machine, and the carrier CR is connected with the engine
11 via the output shaft 12. Furthermore, the drive motor 25 is
provided on a second axis parallel to the first axis, and is
mechanically connected with the engine 11 and the generator 16 in a
manner allowing differential rotation, and is mechanically
connected with the drive wheel 37. Also, a one-way clutch F is
provided between the carrier CR and a case 10 of a hybrid vehicle
drive device, which is a vehicle drive device. The one-way clutch F
becomes free when forward rotation from the engine 11 is
transmitted to the carrier CR, and locked when reverse rotation
from the generator 16 or the drive motor 25 is transmitted to the
carrier CR, so that the reverse rotation is not transmitted to the
engine 11.
The generator 16 is fixed to the transfer shaft 17 and includes a
rotor 21 that is provided rotatably, a stator 22 that is provided
around the rotor 21, and a coil 23 that is wound around the stator
22. The generator 16 generates electric power through the rotation
transmitted via the transfer shaft 17. The coil 23 is connected to
a battery (not shown), and alternating current from the coil 23 is
converted to direct current and supplied to the battery. A
generator brake B is provided between the rotor 21 and the case 10,
and by engaging the generator brake B, the rotor 21 is fixed and
the rotation of the generator 16 can be mechanically stopped.
In addition, reference numeral 26 denotes an output shaft provided
on the second axis that outputs the rotation of the drive motor 25,
and reference numeral 27 denotes a second counter drive gear which
is an output gear that is fixed to the output shaft 26. The drive
motor 25 includes a rotor 40 that is fixed to the output shaft 26
and provided rotatably, a stator 41 that is provided around the
rotor 40, and a coil 42 that is wound around the stator 41.
The drive motor 25 generates a drive motor torque TM through the
phase U, V, and W electric currents that are alternating currents
supplied to the coil 42. Therefore, the coil 42 is connected to the
battery, so that the direct current from the battery is converted
into electric current of each phase and supplied to the coil
42.
In order to rotate the drive wheel 37 in the same direction of
rotation as the engine 11, a counter shaft 30 is provided on a
third axis parallel to the first and second axes. Furthermore, a
first counter driven gear 31 and a second counter driven gear 32
that has more teeth than the first counter driven gear 31 are fixed
to the counter shaft 30. The first counter driven gear 31 and the
first counter drive gear 15, and the second counter driven gear 32
and the second counter drive gear 27 are meshed respectively, such
that the rotation of the first counter drive gear 15 is reversed,
so as to be transmitted to the first counter driven gear 31 and the
rotation of the second counter drive gear 27 is reversed so as to
be transmitted to the second counter driven gear 32. Furthermore, a
differential pinion gear 33 that has fewer teeth than the first
counter driven gear 31 is fixed to the counter shaft 30.
A differential device 36 is provided on a fourth axis parallel to
the first, second, and third axes, and a differential ring gear 35
of the differential device 36 is meshed with the differential
pinion gear 33. Accordingly, rotation transmitted to the
differential ring gear 35 is distributed and transmitted to the
drive wheel 37 by the differential device 36. Thus, not only can
rotation generated by the engine 11 be transmitted to the first
counter driven gear 31, but rotation generated by the drive motor
25 can also be transmitted to the second counter driven gear 32.
Therefore the hybrid vehicle is capable of running on the drive of
both the engine 11 and the drive motor 25.
In this case, reference numeral 38 denotes a generator rotor
position sensor such as a resolver that detects the position of the
rotor 21, i.e., a generator rotor position .theta.G, and reference
numeral 39 denotes a drive motor rotor position sensor such as a
resolver that detects the position of the rotor 40, i.e., a drive
motor rotor position .theta.M. The detected generator rotor
position .theta.G is sent to a vehicle control device (not shown)
and a generator control device (not shown). The drive motor rotor
position .theta.M is sent to the vehicle control device and a drive
motor control device (not shown). Furthermore, reference numeral 52
denotes an engine rotational speed sensor which is an engine
rotational speed detection mechanism that detects a rotational
speed of the engine 11, i.e., an engine rotational speed NE.
Next, the operation of the planetary gear unit 13 will be
described. FIG. 3 is an operation explanatory diagram of a
planetary gear unit according to the first embodiment of the
invention, and FIG. 4 is a diagram of vehicle speed during normal
running periods according to the first embodiment of the invention.
FIG. 5 is a diagram of torque during normal running periods
according to the first embodiment of the invention.
In the planetary gear unit 13 (FIG. 2), the carrier CR is connected
with the engine 11, the sun gear S is connected with the generator
16, and the ring gear R is connected with the drive motor 25 and
the drive wheel 37 respectively via the output shaft 14. Therefore,
a rotational speed of the ring gear R, i.e., a ring gear rotational
speed NR, and a rotational speed output to the output shaft 14,
i.e., an output shaft rotational speed are equal, and a rotational
speed of the carrier CR and the engine rotational speed NE are
equal. Furthermore, a rotational speed of the sun gear S and a
rotational speed of the generator 16, i.e., a generator rotational
speed NG become equal. When the number of teeth of the ring gear R
is .rho. times the number of teeth of the sun gear S (two times in
the embodiment), the relationship,
is established. Accordingly, based on the ring gear rotational
speed NR and the generator rotational speed NG, the engine
rotational speed NE,
NE=(1.multidot.NG+.rho..multidot.NR)/(.rho.+1) (1)
can be calculated. In this case, the rotational speed relational
expression of the planetary gear unit 13 is constructed according
to formula (1).
In addition, an engine torque TE, a torque generated by the ring
gear R, i.e., a ring gear torque TR, and a torque of the generator
16, i.e., a generator torque TG, have the relationship,
and receive reaction forces from each other. In this case, the
torque relational expression of the planetary gear unit 13 is
constructed according to formula (2).
During a normal running period of the hybrid vehicle, each of the
ring gear R, the carrier CR, and the sun gear S are rotated in the
positive direction, and as shown in FIG. 4, each of the ring gear
rotational speed NR, the engine rotational speed NE, and the
generator rotational speed NG assumes a positive value. In
addition, the ring gear torque TR and the generator torque TG are
obtained by proportionally dividing the engine torque TE by the
torque ratio determined by the number of teeth in the planetary
gear unit 13. Therefore, in the torque diagram shown in FIG. 5, the
sum of the ring gear torque TR and the generator torque TG becomes
the engine torque TE.
Next, the hybrid vehicle drive control device, which is an electric
vehicle drive control device, that controls the hybrid vehicle
drive device will be described. FIG. 6 is a conceptual diagram of a
hybrid vehicle drive control device according to the first
embodiment of the invention.
In the drawing, reference numeral 10 denotes the case; reference
numeral 11 denotes the engine (E/G); reference numeral 13 denotes
the planetary gear unit; reference numeral 16 denotes the generator
(G); reference symbol B denotes the generator brake for fixing the
rotor 21 of the generator 16; reference numeral 25 denotes the
drive motor (M); reference numeral 28 denotes an inverter which is
a generator inverter for driving the generator 16; reference
numeral 29 denotes an inverter which is a drive motor inverter for
driving the drive motor 25; reference numeral 37 denotes the drive
wheel; reference numeral 38 denotes the generator rotor position
sensor; reference numeral 39 denotes the drive motor rotor position
sensor; and reference numeral 43 denotes the battery. The inverters
28 and 29 are connected to the battery 43 via a power switch SW,
and when the power switch SW is on, the battery 43 supplies a
direct current to the inverters 28 and 29.
On the input port side of the inverter 28, a generator inverter
voltage sensor 75 which is a first direct current voltage detection
portion for detecting a direct current voltage applied to the
inverter 28, i.e., a generator inverter voltage VG, and a generator
inverter electric current sensor 77 which is a first direct current
detection portion for detecting a direct current supplied to the
inverter 28, i.e., a generator inverter electric current IG, are
provided. In addition, the input port side of the inverter 29 is
provided with a drive motor inverter voltage sensor 76 which is a
second direct current voltage detection portion for detecting a
direct current voltage applied to the inverter 29, i.e., a drive
motor inverter voltage VM, and a drive motor inverter electric
current sensor 78 which is a second direct current detection
portion for detecting a direct current supplied to the inverter 29,
i.e., a drive motor inverter electric current IM. The generator
inverter voltage VG and the generator inverter electric current IG
are sent to a vehicle control device 51 and a generator control
device 47, while the drive motor inverter voltage VM and the drive
motor inverter electric current IM are sent to the vehicle control
device 51 and a drive motor control device 49. A smoothing
capacitor C is connected between the battery 43 and the inverters
28 and 29.
Also, the vehicle control device 51 includes a CPU, recording
equipment, and the like (not shown), controls the entire hybrid
vehicle drive control device, and functions as a computer based on
various programs, data, and the like. An engine control device 46,
the generator control device 47, and the drive motor control device
49 are connected to the vehicle control device 51. The engine
control device 46 includes a CPU, recording equipment, and the like
(not shown), and sends command signals such as throttle opening
.theta. and valve timing to the engine 11 in order to control the
engine 11. The generator control device 47 includes a CPU,
recording equipment, and the like (not shown), and sends a drive
signal SG1 to the inverter 28 in order to control the generator 16.
Furthermore, the drive motor control device 49 includes a CPU,
recording equipment, and the like (not shown), and sends a drive
signal SG2 to the inverter 29 in order to control the drive motor
25. In this case, the engine control device 46, the generator
control device 47, and the drive motor control device 49 constitute
a first control device that is subordinate to the vehicle control
device 51, and the vehicle control device 51 constitutes a second
control device that is superordinate to the engine control device
46, the generator control device 47, and the drive motor control
device 49. In addition, the engine control device 46, the generator
control device 47, and the drive motor control device 49 also
function as computers based on various programs, data, and the
like.
The inverter 28 is driven according to the drive signal SG1, and
receives a direct current from the battery 43 during powering,
thereby generating the electric current IGU, IGV, and IGW of each
phase, and supplying the electric current IGU, IGV, and IGW of each
phase to the generator 16. During regeneration, the inverter 28
receives the electric current IGU, IGV, and IGW of each phase from
the generator 16, and generates a direct current which is supplied
to the battery 43.
Furthermore, the inverter 29 is driven according to the drive
signal SG2, and receives a direct current from the battery 43
during powering, thereby generating electric current IMU, IMV, and
IMW of each phase, and supplying the electric current IMU, IMV, and
IMW of each phase to the drive motor 25. During regeneration, the
inverter 29 receives the electric current IMU, IMV, and IMW of each
phase from the drive motor 25, and generates a direct current which
is supplied to the battery 43.
Furthermore, reference numeral 44 denotes a battery remaining
charge detection device that detects a state of the battery 43,
i.e., a battery remaining charge SOC which is a battery state;
reference numeral 52 denotes the engine rotational speed sensor,
reference numeral 53 denotes a shift position sensor that detects
the position of a shift lever (not shown) which is a speed
selecting operation mechanism, i.e., a shift position SP; reference
numeral 54 denotes an accelerator pedal; reference numeral 55
denotes an accelerator switch which is an accelerator operation
detection portion that detects a position (amount of depression) of
the accelerator pedal 54, i.e., an accelerator pedal position AP;
reference numeral 61 denotes a brake pedal; reference numeral 62
denotes a brake switch which is a brake operation detection portion
that detects a position (amount of depression) of the brake pedal
61, i.e., a brake pedal position BP; reference numeral 63 denotes
an engine temperature sensor that detects a temperature tmE of the
engine 11; reference numeral 64 denotes a generator temperature
sensor that detects a temperature of the generator 16, for example,
a temperature tmG of the coil 23; reference numeral 65 denotes the
drive motor temperature sensor which is a torque limit index
detection portion and a temperature detection portion that detects
a temperature of the drive motor 25, for example, a temperature tmM
of the coil 42.
Furthermore, reference numerals 66 to 69 denote electric current
sensors which are alternating electric current detection portions
that detect electric currents, IGU, IGV, IMU, and IMV of each
phase, and reference numeral 72 denotes a battery voltage sensor
which is a voltage detection portion for the battery 43 that
detects a battery voltage VB which is a battery state. The battery
voltage VB is sent to the generator control device 47, the drive
motor control device 49, and the vehicle control device 51. In
addition, battery electric current, battery temperature, and the
like may be detected as battery states. The battery remaining
charge detection device 44, the battery voltage sensor 72, a
battery electric current sensor (not shown), a battery temperature
sensor (not shown), and the like constitute a battery state
detection portion. Also, the electric currents IGU and IGV are
supplied to the generator control device 47 and the vehicle control
device 51, while the electric currents IMU and MV are supplied to
the drive motor control device 49 and the vehicle control device
51.
The vehicle control device 51 sends an engine control signal to the
engine control device 46 so as to cause the engine control device
46 to set the starting and stopping of the engine 11. Furthermore,
a vehicle speed calculation processing mechanism (not shown) of the
vehicle control device 51 executes a vehicle speed calculation
process to calculate a changing rate .DELTA..theta.M of the drive
motor rotor position .theta.M, and calculates the vehicle speed V
based on the changing rate .DELTA..theta.M and a gear ratio
.gamma.V of the torque transmission system from the output shaft 26
to the drive wheel 37.
Then, the vehicle control device 51 sets an engine target
rotational speed NE* that indicates a target value for the engine
rotational speed NE, a generator target torque TG* that indicates a
target value of the generator torque TG, and a drive motor target
torque TM* that indicates a target value of the drive motor torque
TM. The generator control device 47 sets a generator target
rotational speed NG* that indicates a target value for the
generator rotational speed NG, and the drive motor control device
49 sets a drive motor torque compensation value .delta.TM that
indicates a compensation value of the drive motor torque TM. In
this case, a control command value is constituted by the engine
target rotational speed NE*, the generator target torque TG*, the
drive motor target torque TM*, and the like.
In addition, a generator rotational speed calculation processing
mechanism (not shown) of the generator control device 47 executes a
generator rotational speed calculation process to calculate the
generator rotational speed NG, by reading the generator rotor
position .theta.G and calculating a changing rate .DELTA..theta.G
of the generator rotor position .theta.G.
Furthermore, a drive motor rotational speed calculation processing
mechanism (not shown) of the drive motor control device 49 executes
a drive motor rotational speed calculation process to calculate the
rotational speed of the drive motor 25, i.e., the drive motor
rotational speed NM, by reading the drive motor rotor position
.theta.M and calculating a changing rate .DELTA..theta.M of the
drive motor rotor position .theta.M.
Since the generator rotor position .theta.G and the generator
rotational speed NG are proportionate to each other, and the drive
motor rotor position .theta.M, the drive motor rotational speed NM,
and the vehicle speed V are all proportionate to each other, the
generator rotor position sensor 38 and the generator rotational
speed calculation processing mechanism can function as a generator
rotational speed detection portion that detects the generator
rotational speed NG. Also, the drive motor rotor position sensor 39
and the drive motor rotational speed calculation processing
mechanism can function as a drive motor rotational speed detection
portion that detects the drive motor rotational speed NM.
Furthermore, the drive motor rotor position sensor 39 and the
vehicle speed calculation processing mechanism can function as a
vehicle speed detection portion that detects the vehicle speed
V.
In the embodiment, the engine rotational speed NE is detected by
the engine rotational speed sensor 52, however, the engine
rotational speed NE can also be calculated in the engine control
device 46. Also, in the embodiment, the vehicle speed V is
calculated by the vehicle speed calculation processing mechanism
based on the drive motor rotor position .theta.M. However, the
vehicle speed V can also be calculated based on the detected ring
gear rotational speed NR, or based on a rotational speed of the
drive wheel 37, i.e., a drive wheel rotational speed. In this case,
a ring gear rotational speed sensor, a drive wheel rotational speed
sensor or the like are provided as a vehicle speed detection
portion.
Next, an operation of a hybrid vehicle drive control device of the
aforementioned structure will be described. FIG. 7 is a first main
flow chart illustrating the operation of the hybrid vehicle drive
control device according to the first embodiment of the invention;
FIG. 8 is a second main flow chart illustrating the operation of
the hybrid vehicle drive control device according to the first
embodiment of the invention; FIG. 9 is a third main flow chart
illustrating the operation of the hybrid vehicle drive control
device according to the first embodiment of the invention; FIG. 10
is a drawing illustrating a first vehicle requirement torque map
according to the first embodiment of the invention; FIG. 11 is a
drawing illustrating a second vehicle requirement torque map
according to the first embodiment of the invention; FIG. 12 is a
drawing illustrating an engine target operation state map according
to the first embodiment of the invention; and FIG. 13 is a drawing
illustrating an engine drive area map according to the first
embodiment of the invention. In FIGS. 10, 11, and 13, the x-axis is
the vehicle speed V and the y-axis is a vehicle requirement torque
TO*. In FIG. 12, the x-axis is the engine rotational speed NE, and
the y-axis is the engine torque TE.
First, an initialization processing mechanism (not shown) of the
vehicle control device 51 (FIG. 6) executes an initialization
process to set each type of variable to a default value. Next, the
vehicle control device 51 reads the accelerator pedal position AP
from the accelerator sensor 55 and the brake pedal position BP from
the brake switch 62. Then, the vehicle speed calculation processing
mechanism reads the drive motor rotor position .theta.M, calculates
the changing rate .DELTA..theta.M of the drive motor rotor position
.theta.M, and then calculates the vehicle speed V based on the
changing rate .DELTA..theta.M and the gear ratio .gamma.V.
Subsequently, a vehicle requirement torque determination processing
mechanism (not shown) of the vehicle control device 51 executes the
vehicle requirement torque determination process. When the
accelerator pedal 54 is pressed, the vehicle control device 51
refers to the first vehicle requirement torque map in FIG. 10 which
is recorded in the recording equipment of the vehicle control
device 51. When the brake pedal 61 is pressed, the vehicle control
device 51 refers to the second vehicle requirement torque map in
FIG. 11 which is recorded in the recording equipment. The vehicle
control device 51 thus determines the necessary vehicle requirement
torque TO* for running the hybrid vehicle which is preset to
correspond with the accelerator pedal position AP, the brake pedal
position BP, and the vehicle speed V.
Next, the vehicle control device 51 determines whether the vehicle
requirement torque TO* is greater than a drive motor maximum torque
TMmax that is preset as the rating of the drive motor 25. If the
vehicle requirement torque TO* is greater than the drive motor
maximum torque TMmax, then the vehicle control device 51 determines
whether the engine 11 is stopped. If the engine 11 is stopped, then
a sudden acceleration control processing mechanism (not shown) of
the vehicle control device 51 executes a sudden acceleration
control process, thereby driving the drive motor 25 and the
generator 16 to run the hybrid vehicle.
Also, when the vehicle requirement torque TO* is equal to or less
than the drive motor maximum torque TMmax, or the vehicle
requirement torque TO* is greater than the drive motor maximum
torque TMmax and the engine 11 is being driven, a driver
requirement output calculation processing mechanism (not shown) of
the vehicle control device 51 executes a driver requirement output
calculation process to calculate a driver requirement output PD by
multiplying the vehicle requirement torque TO* by the vehicle speed
V:
Next, a battery charge/discharge requirement output calculation
processing mechanism (not shown) of the vehicle control device 51
executes a battery charge/discharge requirement output calculation
process to calculate a battery charge/discharge requirement output
PB based on the battery remaining charge SOC by reading the battery
remaining charge SOC from the battery remaining charge detection
device 44.
Thereafter, a vehicle requirement output calculation processing
mechanism (not shown) of the vehicle control device 51 executes a
vehicle requirement output calculation process, and by adding the
driver requirement output PD and the battery charge/discharge
requirement output PB, calculates a vehicle requirement output
PO:
Next, an engine target operation state setting processing mechanism
(not shown) of the vehicle control device 51 executes an engine
target operation state setting process, and refers to the engine
target operation state map in FIG. 12 which is recorded in the
recording equipment of the vehicle control device 51 to determine
as operation points of the engine 11 which are engine target
operation states, the points Al to A3, and Am, at which the lines
PO1, PO2, and the like which indicate whether the vehicle
requirement output PO intersects the optimum fuel consumption curve
L where the engine 11 reaches maximum efficiency at each
accelerator pedal position AP1 to AP6. Then, engine torque TE1 to
TE3, and TEm at the operation point are determined as the engine
target torque TE* which indicates the target value of the engine
torque TE, and engine rotational speeds NE1 to NE3, and NEm at the
operation point are determined as the engine target rotational
speed NE*. Thereafter, the engine target rotational speed NE* is
sent to the engine control device 46.
Then, the engine control device 46 refers to the engine drive area
map in FIG. 13 which is recorded in the recording equipment of the
engine control device 46 and determines whether the engine 11 is in
a drive area AR1. In FIG. 13, AR1 is a drive area where the engine
11 is driven, AR2 is a stop area where the drive of the engine 11
is stopped, and AR3 is a hysteresis area. Furthermore, LE1 is a
line where the stopped engine 11 is driven, and LE2 is a line where
the drive of the driving engine 11 is stopped. As the battery
remaining charge SOC becomes higher, the line LE1 is shifted to the
right in FIG. 13, and the drive area AR1 becomes more narrow. On
the other hand, as the battery remaining charge SOC becomes lower,
the line LE1 is shifted to the left in FIG. 13, and the drive area
AR1 becomes wider.
If the engine 11 is not being driven despite the engine 11 being in
the drive area AR1, an engine start control processing mechanism
(not shown) of the engine control device 46 executes an engine
start control process and causes the engine 11 to start. On the
other hand, if the engine 11 is being driven despite the engine 11
not being in the drive area AR1, an engine stop control processing
mechanism (not shown) of the engine control device 46 executes an
engine stop control process and stops the drive of the engine 11.
Furthermore, if the engine 11 is not being driven with the engine
11 not in the drive area AR1, a drive motor target torque
calculation processing mechanism (not shown) of the vehicle control
device 51 executes a drive motor target torque calculation process
to calculate and determine the vehicle requirement torque TO* as
the drive motor target torque TM*, and sends the drive motor target
torque TM* to the drive motor control device 49. The drive motor
control processing mechanism (not shown) of the drive motor control
device 49 executes a drive motor control process and controls the
torque of the drive motor 25.
In addition, when the engine 11 is in the drive area AR1 and the
engine 11 is being driven, an engine control processing mechanism
(not shown) of the engine control device 46 executes an engine
control process and controls the engine 11 by a predetermined
method.
Next, a generator target rotational speed calculation processing
mechanism (not shown) of the generator control device 47 executes a
generator target rotational speed calculation process.
Specifically, the drive motor rotor position .theta.M is read from
the drive motor rotor position sensor 39, and the ring gear
rotational speed NR is calculated based on the drive motor rotor
position .theta.M and a gear ratio .gamma.R from the output shaft
26 (FIG. 2) to the ring gear R. Also, the engine target rotational
speed NE* set through the engine target operation state setting
process is read, and the generator target rotational speed NG* is
calculated and determined, using the rotational speed relational
expression, based on the ring gear rotational speed NR and the
engine target rotational speed NE*.
Meanwhile, when the generator rotational speed NG is low while the
engine 11 and the motor 25 are driven to run the hybrid vehicle,
power consumption increases, thereby reducing the power generation
efficiency of the generator 16 and causing the fuel efficiency of
the hybrid vehicle to become that much worse. Therefore, when the
absolute value of the generator target rotational speed NG* is
smaller than a predetermined rotational speed, the generator brake
B is engaged, thereby mechanically stopping the generator 16 so as
to improve fuel efficiency.
For that purpose, the generator control device 47 determines
whether the absolute value of the generator target rotational speed
NG* is equal to or higher than a predetermined first rotational
speed Nth1 (for example, 500 [rpm]). If the absolute value of the
generator target rotational speed NG* is equal to or higher than
the first rotational speed Nth1, the generator control device 47
determines whether the generator brake B is released. Then, if the
generator brake B is released, a generator rotational speed control
processing mechanism (not shown) of the generator control device 47
executes a generator rotational speed control process and controls
the torque of the generator 16. On the other hand, if the generator
brake B has not been released, a generator brake release control
processing mechanism (not shown) of the generator control device 47
executes a generator brake release control process and releases the
generator brake B.
Meanwhile, in the generator rotational speed control process, when
a predetermined generator torque TG is generated after the
generator target torque TG* is determined and the torque of the
generator 16 is controlled based on the generator target torque
TG*, as described earlier, the engine torque TE, the ring gear
torque TR, and the generator torque TG will receive reaction forces
from each other, therefore, the generator torque TG is converted
into the ring gear torque TR to be output from the ring gear R.
Then, if fluctuations in the generator rotational speed NG occurs
along with the ring gear torque TR output from the ring gear R, and
the ring gear torque TR fluctuates, the fluctuating ring gear
torque TR is transmitted to the drive wheel 37 which deteriorates
the running feeling of the hybrid vehicle. Therefore, the ring gear
torque TR is calculated taking into account the torque
corresponding to the inertia of the generator 16 (inertia of the
rotor 21 and a rotor shaft) involved in the fluctuations of the
generator rotational speed NG.
For that purpose, a ring gear torque calculation processing
mechanism (not shown) of the vehicle control device 51 executes a
ring gear torque calculation process, reads the generator target
torque TG*, and calculates the ring gear torque TR based on the
generator target torque TG* and the ratio of the number of ring
gear R teeth to the number of sun gear S teeth.
Namely, when InG is the inertia of the generator 16 and .alpha.G is
the angular acceleration (rotation changing rate) of the generator
16, torque applied to the sun gear S, i.e., a sun gear torque TS is
obtained by adding a torque equivalent component (inertia torque)
TGI corresponding to the inertia InG to the generator target torque
TG*,
thereby becoming: ##EQU1##
The torque equivalent component TGI usually assumes a negative
value in the direction of acceleration while the hybrid vehicle is
accelerating and assumes a positive value in the direction of
acceleration when the hybrid vehicle is decelerating. Also, the
angular acceleration .alpha.G is calculated by differentiating the
generator rotational speed NG.
When the number of ring gear R teeth is .rho. times greater than
the number of sun gear S teeth, the ring gear torque TR is .rho.
times the sun gear torque TS, therefore TR becomes: ##EQU2##
As shown above, the ring gear torque TR can be calculated from the
generator target torque TG* and the torque equivalent component
TGI.
Therefore, a drive shaft torque estimation processing mechanism
(not shown) of the drive motor control device 49 executes a drive
shaft torque estimation process, and estimates a torque of the
output shaft 26, i.e., a drive shaft torque TR/OUT, based on the
generator target torque TG* and the torque equivalent component
TGI. Namely, the drive shaft torque estimation processing mechanism
estimates and calculates the drive shaft torque TR/OUT based on the
ring gear torque TR and the ratio of the number of second counter
drive gear 27 teeth to the number of ring gear R teeth.
Meanwhile, at the time the generator brake B is engaged, the
generator target torque TG* becomes zero (0), therefore the ring
gear torque TR takes on a proportional relationship with the engine
torque TE. So when the generator brake B is engaged, the drive
shaft torque estimation processing mechanism reads the engine
torque TE from the engine control device 46, calculates the ring
gear torque TR based on the engine torque TE using the
aforementioned torque relational expression, and estimates the
drive shaft torque TR/OUT based on the ring gear torque TR and the
ratio of the number of second counter drive gear 27 teeth to the
number of ring gear R teeth.
Subsequently, the drive motor target torque calculation processing
mechanism executes a drive motor target torque calculation process,
and by subtracting the drive shaft torque TR/OUT from the vehicle
requirement torque TO*, calculates and determines the excessive or
deficient amount of torque in the drive shaft torque TR/OUT as the
drive motor target torque TM*.
Then, the drive motor control processing mechanism executes a drive
motor control process, and controls the torque of the drive motor
25 based on the determined drive motor target torque TM* to control
the drive motor torque TM.
In addition, when the absolute value of the generator target
rotational speed NG* is smaller than the first rotational speed
Nth1, the generator control device 47 determines whether the
generator brake B is engaged. If the generator brake B is not
engaged, then a generator brake engage control processing mechanism
(not shown) of the generator control device 47 executes a generator
brake engage control process and engages the generator brake B.
Next, the flow charts of FIGS. 7 to 9 will be described. In step
S1, an initialization process is executed, in step S2, the
accelerator pedal position AP and the brake pedal position BP are
read, in step S3, the vehicle speed V is calculated and in step S4,
the vehicle requirement torque TO* is determined.
In step S5, a determination is made as to whether the vehicle
requirement torque TO* is greater than the drive motor maximum
torque TMmax. If the vehicle requirement torque TO* is greater than
the drive motor maximum torque TMmax, the operation proceeds to
step S6. If the vehicle requirement torque TO* is equal to or less
than the drive motor maximum torque TMmax, the operation proceeds
to step S8. In step S6, a determination is made as to whether the
engine 11 is stopped. If the engine 11 is stopped, the operation
proceeds to step S7 where the sudden acceleration control process
is executed and the process ends. Otherwise, if the engine is not
stopped, the operation proceeds to step S8.
In step S8, the driver requirement output PD is calculated, in step
S9, the battery charge/discharge requirement output PB is
calculated, in step S10, the vehicle requirement output PO is
calculated and in step S11, the operation point of the engine 11 is
determined.
In step S12, a determination is made as to whether the engine 11 is
in the drive area AR1. If the engine 11 is in the drive area AR1,
the operation proceeds to step S13. Otherwise, the operation
proceeds to step S14. In step S13, a determination is made as to
whether the engine 11 is being driven. If the engine 11 is being
driven, the operation proceeds to step S17. Otherwise, the
operation proceeds to step S15 where the engine start control
process is executed and the process thereafter ends.
In step S14, a determination is made as to whether the engine 11 is
being driven. If the engine 11 is being driven, the operation
proceeds to step S16 where the engine stop control process is
executed and the operation ends. Otherwise, if the engine is not
being driven, the operation proceeds to step S26.
In step S17, the engine control process is executed and in step
S18, the generator target rotational speed NG* is determined. In
step S19, a determination is made as to whether the absolute value
of the generator target rotational speed NG* is equal to or higher
than the first rotational speed Nth1. If the absolute value of the
generator target rotational speed NG* is equal to or higher than
the first rotational speed Nth1, the operation proceeds to step
S20. If the absolute value of the generator target rotational speed
NG* is smaller than the first rotational speed Nth1, the operation
proceeds to step S21. In step S21, a determination is made as to
whether the generator brake B is engaged. If the generator brake B
is engaged, the operation ends. Otherwise, if the generator brake B
is not engaged, the operation proceeds to step S22 where the
generator brake engage control process is executed and the process
ends.
In step S20, a determination is made as to whether the generator
brake B is released. If the generator brake B is released, the
operation proceeds to step S23. If the generator brake B is not
released, the operation proceeds to step S24 where the generator
brake release control process is executed and the process ends.
In step S23, a generator rotational speed control process is
executed, in step S25, the drive shaft torque TR/OUT is estimated,
in step S26, the drive motor target torque TM* is determined and in
step S27, the drive motor control process is executed. The process
then ends.
Next, a subroutine of the sudden acceleration control process in
step S7 of FIG. 7 will be described. FIG. 14 is a drawing
illustrating the subroutine of the sudden acceleration control
process according to the first embodiment of the invention.
First, the sudden acceleration control processing mechanism reads
the vehicle requirement torque TO* and sets the drive motor maximum
torque TMmax as the drive motor target torque TM*. Then, a
generator target torque calculation processing mechanism (not
shown) of the vehicle control device 51 (FIG. 6) executes a
generator target torque calculation process, in which it calculates
a differential torque .DELTA.T of the vehicle requirement torque
TO* and the drive motor target torque TM*, and calculates and
determines as the generator target torque TG* the amount that the
drive motor maximum torque TMmax which is the drive motor target
torque TM* is deficient, and sends the generator target torque TG*
to the generator control device 47.
Then, the drive motor control processing mechanism executes the
drive motor control process, and controls the torque of the drive
motor 25 based on the drive motor target torque TM*. Furthermore, a
generator torque control processing mechanism (not shown) of the
generator control device 47 executes a generator torque control
process, and controls the torque of the generator 16 based on the
generator target torque TG*.
Next, the flow chart of FIG. 14 will be described. In step S7-1,
the vehicle requirement torque TO* is read, in step S7-2, the drive
motor maximum torque TMmax as the drive motor target torque TM* is
set, in step S7-3, the generator target torque TG* is calculated,
in step S74, drive motor control process is executed, and in step
S7-5, the generator torque control process is executed and the
operation returns.
Next, a subroutine of the drive motor control process in step S27
of FIG. 9 and step S7-4 of FIG. 14 will be described. FIG. 15 is a
drawing illustrating the subroutine of the drive motor control
process according to the first embodiment of the invention.
First, the drive motor control processing mechanism reads the drive
motor target torque TM*. Next, the drive motor rotational speed
calculation processing mechanism reads the drive motor rotor
position .theta.M, and calculates the drive motor rotational speed
NM by calculating the changing rate .DELTA..theta.M of the drive
motor rotor position .theta.M. Then, the drive motor control
processing mechanism reads the battery voltage VB. In this case,
the drive motor rotational speed NM and the battery voltage VB
constitute an actual measurement value.
Next, the drive motor control processing mechanism calculates and
determines a d shaft electric current command value IMd* and a q
shaft electric current command value IMq* based on the drive motor
target torque TM*, the drive motor rotational speed NM, and the
battery voltage VB, with reference to the electric current command
value map for drive motor control recorded in the recording
equipment of the drive motor control device 49 (FIG. 6). In this
case, the d shaft electric current command value IMd* and the q
shaft electric current command value IMq* constitute an alternating
current command value for the drive motor 25.
Furthermore, the drive motor control processing mechanism reads the
electric currents IMU and IMV from the electric current sensors 68
and 69, and calculates the electric current IMW based on the
electric currents IMU and IMV:
IMW=IMU-IMV
In this case, the electric current IMW may also be detected by an
electric current sensor as is the case with the electric currents
IMU and IMV.
Subsequently, an alternating current calculation processing
mechanism of the drive motor control processing mechanism executes
an alternating current calculation process to calculate a d shaft
electric current IMd and a q shaft electric current IMq by
executing 3 phase/2 phase conversion and converting the electric
currents IMU, IMV, and IMW into the d shaft electric current IMd
and the q shaft electric current IMq which are alternating
currents. Then, an alternating voltage command value calculation
processing mechanism of the drive motor control processing
mechanism executes an alternating voltage command value calculation
process, and calculates voltage command values VMd* and VMq* based
on the d shaft electric current IMd and the q shaft electric
current IMq, as well as the d shaft electric current command value
IMd* and the q shaft electric current command value IMq*.
Furthermore, the drive motor control processing mechanism executes
2 phase/3 phase conversion to convert the voltage command values
VMd* and VMq* into the voltage command values VMU*, VMV*, and VMW*,
calculates pulse-width modulation signals SU, SV, and SW based on
the voltage command values VMU*, VMV*, and VMW*, and outputs the
pulse-width modulation signals SU, SV and SW to a drive processing
mechanism (not shown) of the drive motor control device 49. The
drive processing mechanism executes a drive process, and sends the
drive signal SG2 to the inverter 29 based on the pulse-width
modulation signals SU, SV, and SW. In this case, the voltage
command values VMd* and VMq* constitute an alternating voltage
command value for the drive motor 25.
Next, the flow chart of FIG. 15 will be described. In this case,
since the same process is executed in step S27 and step S7-4, the
step S7-4 will be described. In step S7-4-1, the drive motor target
torque TM* is read, in step S7-4-2, the drive motor rotor position
.theta.M is read, in step S7-4-3, the drive motor rotational speed
NM is calculated, in step S7-4-4, the battery voltage VB is read,
and in step S7-4-5, the d shaft electric current command value IMd*
and the q shaft electric current command value IMq* are determined.
In step S7-4-6, the electric currents IMU and IMV are read, in step
S7-4-7, 3 phase/2 phase conversion is executed, in step S7-4-8, the
voltage command values VMd* and VMq* are calculated, in step
S7-4-9, 2 phase/3 phase conversion is executed, and in step
S7-4-10, pulse-width modulation signals SU, SV, and SW are output
and the operation returns.
Next, a subroutine of the generator torque control process in step
S7-5 of FIG. 14 will be described. FIG. 16 is a drawing
illustrating the subroutine of the generator torque control process
according to the first embodiment of the invention.
First, the generator torque control processing mechanism reads the
generator target torque TG*. Then, the generator rotational speed
calculation processing mechanism reads the generator rotor position
.theta.G and calculates the generator rotational speed NG based on
the generator rotor position .theta.G. Subsequently, the generator
torque control processing mechanism reads the battery voltage VB.
Next, the generator torque control processing mechanism, based on
the generator target torque TG*, the generator rotational speed NG,
and the battery voltage VB, refers to the electric current command
value map for generator control recorded in the recording equipment
of the generator control device 47 (FIG. 6), and calculates and
determines a d shaft electric current command value IGd* and a q
shaft electric current command value IGq*. In this case, the d
shaft electric current command value IGd* and the q shaft electric
current command value IGq* constitute an alternating current
command value for the generator 16.
Furthermore, the generator torque control processing mechanism
reads the electric currents IGU and IGV from the electric current
sensors 66 and 67, and calculates an electric current IGW based on
the electric currents IGU and IGV:
However, the electric current IGW may also be detected by an
electric current sensor as is the case with the electric currents
IGU and IGV.
Subsequently, an alternating current calculation processing
mechanism of the generator torque control processing mechanism
executes an alternating current calculation process to calculate a
d shaft electric current IGd and a q shaft electric current IGq by
executing 3 phase/2 phase conversion and converting the electric
currents IGU, IGV, and IGW into the d shaft electric current IGd
and the q shaft electric current IGq. Then, an alternating voltage
command value calculation processing mechanism of the generator
torque control processing mechanism executes an alternating voltage
command value calculation process, and calculates voltage command
values VGd* and VGq* based on the d shaft electric current IGd and
the q shaft electric current IGq, as well as the d shaft electric
current command value IGd* and the q shaft electric current command
value IGq*. Furthermore, the generator torque control processing
mechanism executes 2 phase/3 phase conversion to convert the
voltage command values VGd* and VGq* into the voltage command
values VGU*, VGV*, and VGW*, calculates the pulse-width modulation
signals SU, SV, and SW based on the voltage command values VGU*,
VGV*, and VGW*, and outputs the pulse-width modulation signals SU,
SV, and SW to a drive processing mechanism (not shown) of the
generator control device 47. The drive processing mechanism
executes the drive process, and sends the drive signal SG1 to the
inverter 28 based on the pulse-width modulation signals SU, SV, and
SW. In this case, the voltage command values VGd* and VGq*
constitute an alternating voltage command value for the generator
16.
Next, the flow chart of FIG. 16 will be described. In step S7-5-1,
the generator target torque TG* is read, in step S7-5-2, the
generator rotor position .theta.G is read, in step S7-5-3, the
generator rotational speed NG is calculated, in step S7-5-4, the
battery. voltage VB is read, and in step S7-5-5, the d shaft
electric current command value IGd* and the q shaft electric
current command value IGq* are determined. In step S7-5-6, the
electric currents IGU and IGV are read, in step S7-5-7, 3 phase/2
phase conversion is executed, in step S7-5-8, the voltage command
values VGd* and VGq* are calculated, in step S7-5-9, 2 phase/3
phase conversion is executed, and in step S7-5-9, pulse-width
modulation signals SU, SV, and SW are output and the operation
ends.
Next, a subroutine of the engine start control process in step S15
of FIG. 8 will be described. FIG. 17 is a drawing illustrating the
subroutine of the engine start control process according to the
first embodiment of the invention.
First, the engine start control processing mechanism reads the
throttle opening .theta.. If the throttle opening .theta. is 0 [%],
the engine start control processing mechanism reads the vehicle
speed V calculated by the vehicle speed calculation processing
mechanism, and reads the operation point of the engine 11 (FIG. 6)
determined in the engine target operation state setting
process.
Subsequently, as described earlier, the generator target rotational
speed calculation processing mechanism executes the generator
target rotational speed calculation process, in which it reads the
drive motor rotor position .theta.M to calculate the ring gear
rotational speed NR based on the drive motor rotor position
.theta.M and the gear ratio .gamma.R, and reads the engine target
rotational speed NE* at the operation point to calculate and
determine the generator target rotational speed NG* based on the
ring gear rotational speed NR and the engine target rotational
speed NE* using the rotational speed relational expression.
The engine control device 46 then compares the engine rotational
speed NE with a preset start rotational speed NEth1, and determines
whether the engine rotational speed NE is higher than the start
rotational speed NEth1. If the engine rotational speed NE is higher
than the start rotational speed NEth1, the engine start control
processing mechanism implements fuel injection and ignition of the
engine 11.
Subsequently, the generator rotational speed control processing
mechanism executes the generator rotational speed control process
based on the generator target rotational speed NG*, so as to
increase the generator rotational speed NG and therefore increase
the engine rotational speed NE. Thereafter, as similarly carried
out in steps S25 to step S27, the drive motor control device 49
estimates the drive shaft torque TR/OUT, determines the drive motor
target torque TM*, and executes the drive motor control
process.
Furthermore, the engine start control processing mechanism adjusts
the throttle opening .theta. so that the engine rotational speed NE
becomes the engine target rotational speed NE*. Next, in order to
determine whether the engine 11 is being driven normally, the
engine start control processing mechanism determines whether the
generator torque TG is less than a motoring torque TEth involved in
the start of the engine 11, and waits a predetermined time period
with the generator torque TG less than the motoring torque
TEth.
On the other hand, if the engine rotational speed NE is equal to or
lower than the start rotational speed NEth1, the generator
rotational speed control processing mechanism executes the
generator rotational speed control process based on the generator
target rotational speed NG*. Then, as similarly carried out in
steps S25 to S27, the drive motor control device 49 estimates the
drive shaft torque TR/OUT, determines the drive motor target torque
TM*, and executes the drive motor control process.
Next the flow chart of FIG. 17 will be described. In step S15-1, a
determination is made as to whether the throttle opening .theta. is
0 [%]. If the throttle opening .theta. is 0 [%], the operation
proceeds to step S15-3. Otherwise, if the throttle opening is not 0
[%], the operation proceeds to step SI 5-2 where the throttle
opening .theta. is turned to 0 [%], and the operation returns to
step S15-1.
In step S15-3, the vehicle speed V is read, in step S15-4, the
operation point of the engine 11 is read, and in step S15-5, the
generator target rotational speed NG* is determined. In step S15-6,
a determination is made as to whether the engine rotational speed
NE is higher than the start rotational speed NEth1. If the engine
rotational speed NE is higher than the start rotational speed
NEth1, the operation proceeds to step S15-11. If the engine
rotational speed NE is equal to or lower than the start rotational
speed NEth1, the operation proceeds to step S15-7.
In step S15-7, the generator rotational speed control process is
executed, in step S15-8, the drive shaft torque TR/OUT is
estimated, in step S15-9, the drive motor target torque TM* is
determined, and in step S15-10, the drive motor control process is
executed and the operation returns to step 15-1. In step S15-11,
fuel injection and ignition is implemented, in step S15-12, the
generator rotational speed control process is executed, in step
S15-13, the drive shaft torque TR/OUT is estimated in step S15-14,
the drive motor target torque TM* is determined, in step S15-15,
the drive motor control process is executed, and in step S15-16,
the throttle opening .theta. is adjusted.
In step S15-17, a determination is made as to whether the generator
torque TG is less than the motoring torque TEth. If the generator
torque TG is less than the motoring torque TEth, the operation
proceeds to step S15-18. If the generator torque TG is equal to or
greater than the motoring torque TEth, the operation returns to
step S15-11. In step S15-18, a predetermined time period elapses,
and the operation returns on the elapse of the predetermined time
period.
Next, a subroutine of the generator rotational speed control
process in step S23 of FIG. 9 and steps S15-7 and S15-12 of FIG. 17
will be described. FIG. 18 is a drawing illustrating the subroutine
of the generator rotational speed control process according to the
first embodiment of the invention.
First, the generator rotational speed control processing mechanism
reads the generator target rotational speed NG* and the generator
rotational speed NG. Then, the generator rotational speed control
processing mechanism executes PI control based on a differential
rotational speed .DELTA.NG of the generator target rotational speed
NG* and the generator rotational speed NG, and calculates the
generator target torque TG*. In this case, the greater the
differential rotational speed .DELTA.NG, the greater the generator
target torque TG* is increased, with the positive-negative sign
being considered. Subsequently, the generator torque control
processing mechanism executes the generator torque control process
of FIG. 16 to control the torque of the generator 16 (FIG. 6).
Next, the flow chart of FIG. 18 will be described. In this case,
since the same process is executed in step S23, and steps S15-7 and
S15-12, the step S15-7 will be described. In step S15-7-1, the
generator target rotational speed NG* is read, in step S15-7-2, the
generator rotational speed NG is read, in step S15-7-3, the
generator target torque TG* is calculated, and in step S15-7-4,
generator torque control process is executed and the operation
returns.
Next, a subroutine of the engine stop control process in step S16
of FIG. 8 will be described. FIG. 19 is a drawing illustrating the
subroutine of the engine stop control process according to the
first embodiment of the invention.
First, the generator control device 47 (FIG. 6) determines whether
the generator brake B is released. If the generator brake B is
engaged and not released, the generator brake release control
processing mechanism executes the generator brake release control
process and releases the generator brake B. On the other hand, if
the generator brake B is released, the engine stop control
processing mechanism stops fuel injection and ignition in the
engine 11, and turns the throttle opening .theta. to 0 [%].
Subsequently, the engine stop control processing mechanism reads
the ring gear rotational speed NR and determines the generator
target rotational speed NG* based on the ring gear rotational speed
NR and the engine target rotational speed NE* (0 [rpm]) using the
rotational speed relational expression. After the generator control
device 47 executes the generator rotational speed control process
in FIG. 18, as similarly carried out in steps S25 to S27, the drive
motor control device 49 estimates the drive shaft torque TR/OUT,
determines the drive motor target torque TM*, and executes the
drive motor control process.
Next, the generator control device 47 determines whether the engine
rotational speed NE is equal to or lower than a stop rotational
speed NEth2. If the engine rotational speed NE is equal to or lower
than the stop rotational speed NEth2, the generator control device
47 stops the switching for the generator 16 to shut down the
generator 16.
Next, the flow chart of FIG. 19 will be described. In step S16-1, a
determination is made as to whether the generator brake B is
released. If the generator brake B is released, the operation
proceeds to step S16-3. If the generator brake B is not released,
the operation proceeds to step S16-2 where generator brake release
control process is executed. In step S16-3, fuel injection and
ignition is stopped, in step S16-4, the throttle opening .theta. is
turned to 0 [%], in step S16-5, the generator target rotational
speed NG* is determined, in step S16-6, the generator rotational
speed control process is executed, in step S16-7, the drive shaft
torque TR/OUT is estimated, in step S16-8, the drive motor target
torque TM* is determined, and in step S16-9, drive motor control
process is executed, in step S16-10, a determination is made as to
whether the engine rotational speed NE is equal to or lower than
the stop rotational speed NEth2. If the engine rotational speed NE
is equal to or lower than the stop rotational speed NEth2, the
operation proceeds to step S16-11. If the engine rotational speed
NE is greater than the stop rotational speed NEth2, the operation
returns to step S16-5. In step S16-11, the switching for the
generator 16 is stopped and the operation returns.
Next, a subroutine of the generator brake engage control process in
step S22 of FIG. 9 will be explained. FIG. 20 is a drawing
illustrating the subroutine of the generator brake engage control
process according to the first embodiment of the invention.
First, the generator brake engage control processing mechanism
changes the generator brake requirement for requiring the
engagement of the generator brake B (FIG. 6) from OFF to ON, and
sets the generator target rotational speed NG* to 0 [rpm]. After
the generator control device 47 executes the generator rotational
speed control process in FIG. 18, as similarly carried out in steps
S25 to S27, the drive motor control device 49 estimates the drive
shaft torque TR/OUT, determines the drive motor target torque TM*,
and executes the drive motor control process.
Next, the generator brake engage control processing mechanism
determines whether the absolute value of the generator rotational
speed NG is smaller than a predetermined second rotational speed
Nth2 (for example, 100 [rpm]), and engages the generator brake B if
the absolute value of the generator rotational speed NG is smaller
than the second rotational speed Nth2. Subsequently, as similarly
carried out in steps S25 to S27, the drive motor control device 49
estimates the drive shaft torque TR/OUT, determines the drive motor
target torque TM*, and executes the drive motor control
process.
Then, after a predetermined time period has passed with the
generator brake B engaged, the generator brake engage control
processing mechanism stops the switching for the generator 16 to
shut down the generator 16.
Next, the flow chart of FIG. 20 will be described. In step S22-1,
the generator target rotational speed NG* is set to 0 [rpm], in
step S22-2, the generator rotational speed control process is
executed, in step S22-3, the drive shaft torque TR/OUT is
estimated, in step S22-4, the drive motor target torque TM* is
determined, and in step S22-5, drive motor control process is
executed. In step S22-6, a determination is made as to whether the
absolute value of the generator rotational speed NG is smaller than
the second rotational speed Nth2. If the absolute value of the
generator rotational speed NG is smaller than the second rotational
speed Nth2, the operation proceeds to step S22-7. If the absolute
value of the generator rotational speed NG is equal to or greater
than the second rotational speed Nth2, the operation returns to
step S22-2.
In step S22-7, the generator brake B is engaged, in step S22-8, the
drive shaft torque TR/OUT is estimated, in step S22-9, the drive
motor target torque TM* is determined, and in step S22-10, the
drive motor control process is executed. In step S22-11, a
determination is made as to whether a predetermined time period has
passed. If the predetermined time period has passed, the operation
proceeds to step S22-12 where the switching for the generator 16 is
stopped and the operation returns. Otherwise, the operation returns
to step S22-7.
Next, a subroutine of the generator brake release control process
in step S24 of FIG. 9 will be described. FIG. 21 is a drawing
illustrating the subroutine of the generator brake release control
process according to the first embodiment of the invention.
In the generator brake engage control process, while the generator
brake B (FIG. 6) is engaged, a predetermined engine torque TE is
applied to the rotor 21 of the generator 16 as a reaction force.
Therefore, when the generator brake B is simply released, the
engine torque TE is transmitted to the rotor 21, causing a great
change in the generator torque TG and the engine torque TE, thereby
generating a shock.
Therefore, in the engine control device 46, the engine torque TE
that is transmitted to the rotor 21 is estimated or calculated, and
the generator brake release control processing mechanism reads the
torque equivalent to the estimated or calculated engine torque TE,
i.e., engine torque equivalent, and sets the engine torque
equivalent as the generator target torque TG*. Then, after the
generator torque control processing mechanism executes the
generator torque control process in FIG. 16, as similarly carried
out in steps S25 to S27, the drive motor control device 49
estimates the drive shaft torque TR/OUT, determines the drive motor
target torque TM*, and executes the drive motor control
process.
When a predetermined time period has passed after the start of the
generator torque control process, the generator brake release
control processing mechanism releases the generator brake B and
sets the generator target rotational speed NG* to 0 [rpm]. Then,
the generator rotational speed control mechanism executes the
generator rotational speed control process in FIG. 18.
Subsequently, as similarly carried out in steps S25 to S27, the
drive motor control device 49 estimates the drive shaft torque
TR/OUT, determines the drive motor target torque TM*, and executes
the drive motor control process. In this case, the engine torque
equivalent is estimated or calculated by learning the torque ratio
of the generator torque TG to the engine torque TE.
Next, the flow chart of FIG. 21 will be described. In step S24-1,
the engine torque equivalent is set as the generator target torque
TG*, in step S24-2, the generator torque control process is
executed, in step S24-3, the drive shaft torque TR/OUT is
estimated, in step S24-4, the drive motor target torque TM* is
determined, and in step S24-5, drive motor control process is
executed.
In step S24-6, a determination is made as to whether a
predetermined time period has passed. If the predetermined time
period has passed, the operation proceeds to step S24-7. If not,
the operation returns to step S24-2. In step S24-7, the generator
brake B is released, in step S24-8, the generator target rotational
speed NG* is set to 0 [rpm], in step S24-9, the generator
rotational speed control process is executed, in step S24-10, the
drive shaft torque TR/OUT is estimated, in step S24-11, the drive
motor target torque TM* is determined, and in step S24-12, drive
motor control process is executed and the process returns.
Meanwhile, in the engine target operation state setting process, as
shown in FIG. 12, the points A1 to A3, and Am at which the lines
PO1, PO2, . . . which indicate the vehicle requirement output PO
intersect the optimum fuel consumption curve L where the engine 11
reaches maximum efficiency, at each accelerator pedal position AP1
to AP6, are determined as operation points of the engine 11 which
are engine target operation states, and engine torque TE1 to TE3
and TEm at the operation points are determined as the engine target
torque TE*.
Therefore, when the vehicle requirement output PO becomes smaller
as the vehicle requirement torque TO* becomes smaller, the engine
target torque TE* is also reduced. If the vehicle requirement
output PO becomes smaller than a predetermined value, however, it
is not possible to accordingly reduce the engine target torque TE*.
Thus, the excessive or deficient amount of torque of the engine
torque TE with respect to the vehicle requirement torque TO* is
compensated for using the drive motor 25.
On the other hand, if the engine torque TE is greater than the
vehicle requirement torque TO*, a regenerative processing mechanism
(not shown) of the vehicle control device 51 executes a
regenerative process, calculates the amount that the engine torque
TE has exceeded the vehicle requirement torque TO*, and sends the
calculated excessive amount to the drive motor control device 49 as
regenerative target torque. Then, the drive motor control device 49
drives the drive motor 25 based on the regenerative target torque
to absorb as regenerative torque the drive motor torque TM that
corresponds to the excessive amount of torque, and generates
electrical energy to charge the battery 43.
To accomplish this, a regenerative control processing mechanism
(not shown) of the drive motor control device 49 executes a
regenerative control process, sends the drive signal SG2 to the
inverter 29 and drives the inverter 29. As a result, the
alternating current generated in the drive motor 25 is converted to
direct current in the inverter 29. Then, the direct current is sent
to the battery 43 and regenerative torque is generated in the drive
motor 25.
Meanwhile, when the hybrid vehicle is driven with the amount of
engine torque TE in excess of the vehicle requirement torque TO*
absorbed by the drive motor 25 as regenerative torque, electrical
energy is generated in the drive motor 25. However, when, for
example, overheating of the drive motor 25 occurs along with the
generation of electrical energy, then it becomes necessary to limit
the regenerative torque.
Therefore, the index determination processing mechanism 9 (FIG. 1)
of the vehicle control device 51 executes an index determination
process, reads the temperature tmM of the coil 42 detected by the
drive motor temperature sensor 65 and determines whether the
temperature tmM has exceeded a threshold value tmMth, i.e., whether
the temperature tmM has become higher than the threshold value
tmMth. If the temperature tmM has become higher than the threshold
value tmMth, the torque limit processing mechanism 92 of the
vehicle control device 51 executes a torque control process to
limit the regenerative torque. Therefore, the torque limit
processing mechanism 92 limits and reduces the drive motor target
torque TM* during regeneration. In this case, the temperature tmM
of the coil 42 indicates the torque limit index that is the index
for limiting regenerative torque when regenerative torque is
absorbed by the drive motor 25. Furthermore, a drive motor drive
portion is constituted by the drive motor 25.
FIG. 22 is a drawing illustrating a limiting method for drive motor
target torque according to the first embodiment of the invention.
In the drawing, the x-axis is the temperature tmM and the y-axis is
the limit ratio .rho.. As shown in the drawing, when the
temperature tmM is equal to or lower than the threshold value
tmMth, the limit ratio .rho. is 1 and the drive motor target torque
TM* during regeneration is not limited. On the other hand, when the
temperature tmM becomes higher than the threshold value tmMth, the
limit ratio .rho. decreases as the temperature tmM increases, and
thus the drive motor target torque TM* is limited and becomes
.rho..multidot.TM*.
In this embodiment, when the temperature tmM becomes higher than
the threshold value tmMth, the limit value .rho. is gradually
reduced as expressed by a linear function, but it can also be
reduced using another function. Furthermore, in addition to the
case where the drive motor 25 has overheated and a temperature of
the drive motor 25 (FIG. 6), for example, the temperature tmM of
the coil 42, has become higher than the threshold value tmMth, the
case where a temperature of the inverter 29, a temperature of the
cooling oil for cooling the drive motor 25, or the like, has become
higher than a threshold value or the case where an abnormal state
has occurred in the hybrid vehicle drive device may also be
considered as a state that requires limiting of the regenerative
torque. In this case, a temperature sensor such as an inverter
temperature sensor for detecting a temperature of the inverter 29
or a cooling oil temperature sensor for detecting a temperature of
the cooling oil that cools the drive motor 25 is provided as the
torque limit index detection portion in place of the drive motor
temperature sensor 65. When the temperature of the inverter 29, the
temperature of the cooling oil for cooling the drive motor 25, or
the like, has become higher than the respective threshold value or
an abnormal state has occurred in the hybrid vehicle drive device,
the sending of the drive signal SG2 to the inverter 29 is stopped.
The drive of the inverter 29 is therefore stopped, thus limiting
the regenerative torque in the drive motor 25.
In this case, the drive motor drive portion comprises the drive
motor 25, the inverter 29 and a cooling system of the drive motor
25, and the drive motor drive portion temperature that indicates
the torque limit index comprises the temperature of the drive motor
25, the temperature of the inverter 29, the temperature of the
cooling oil and the like.
Furthermore, a state where a drive motor inverter voltage VM, a
drive motor inverter current IM, an electrical output or the like,
generated on the input port side of the inverter 29 in accordance
with regeneration is decreased equal to or lower than a threshold
may also be considered as the state that requires limiting of the
regenerative torque. In this case, a drive motor inverter voltage
sensor 76 for detecting the drive motor inverter voltage VM, a
drive motor inverter current sensor 78 for detecting the drive
motor inverter current IM, and an electrical output calculation
processing mechanism for detecting the electrical output
constitutes the torque limit index detection portion, so that when
the drive motor inverter voltage VM, the drive motor inverter
current IM, and the electrical output has become higher than the
threshold value, the sending of the drive signal SG2 to the
inverter 29 is stopped. The drive of the inverter 29 is therefore
stopped, thus limiting the regenerative torque in the drive motor
25. Furthermore, an electrical output calculation processing
mechanism (not shown) of the drive motor control device 49 may also
execute an electrical output calculation process to calculate an
electrical output based on the voltage and the current, so that
when the calculated electrical output has exceeded a threshold
value, the sending of the drive signal SG2 to the inverter 29 is
stopped. The drive of the inverter 29 is therefore stopped, thus
limiting the regenerative torque in the drive motor 25.
In this case, the drive motor drive portion comprises the inverter
29, and the electrical variable that indicates the torque limit
index comprises the drive motor inverter voltage VM, the drive
motor inverter current IM, and the electrical output. Furthermore,
the torque limit index detection portion comprises the drive motor
inverter voltage sensor 76, the drive inverter current sensor 78
and the electrical output calculation mechanism.
Meanwhile, when the regenerative torque is limited in the torque
limit process executed by the torque limit processing mechanism 92
(FIG. 1), and therefore the drive motor target torque TM* is
limited, the amount of engine torque TE in excess of the vehicle
requirement torque TO* is absorbed by the drive motor 25 as
regenerative torque. If the regenerative torque is limited, an
engine torque TE greater than the vehicle requirement torque TO* is
transmitted to the drive wheel 37, thereby imparting an unpleasant
sensation to the driver.
Therefore, the engine control processing mechanism limits the
engine torque TE by only the amount that the regenerative torque is
limited. Specifically, the engine control processing mechanism
limits the engine torque TE so that the sum of the limited
regenerative torque and the engine torque TE satisfies the vehicle
requirement torque TO*, and therefore limiting the engine target
torque TE*.
A subroutine of the engine control process in step S17 of FIG. 8
will hereafter be explained. FIG. 23 is a drawing illustrating the
subroutine of the engine control process according to the first
embodiment of the invention, FIG. 24 is a first time chart
illustrating an operation of the engine control process according
to the first embodiment of the invention, and FIG. 25 is a second
time chart illustrating the operation of the engine control process
according to the fist embodiment of the invention.
First, a torque limit determination processing mechanism (not
shown) of the engine control processing mechanism executes a torque
limit determination process, and determines whether the
regenerative torque is limited according to whether the drive motor
target torque TM* is limited. If the drive motor target torque TM*
is limited, and the regenerative torque is limited, the engine
torque adjustment processing mechanism 93 (FIG. 1) of the engine
control processing mechanism executes an engine torque adjustment
process and adjusts the engine torque TE. To accomplish this, the
engine torque adjustment processing mechanism 93 calculates the
difference between the drive motor target torque TM* before
limiting and the drive motor target torque .rho..multidot.TM* after
limiting, i.e., the target torque difference .DELTA.TM*:
Next, the engine torque adjustment processing mechanism 93
calculates an engine torque equivalent .DELTA.TE* of the target
torque difference .DELTA.TM* in order to adjust the engine target
torque TE* by only the limited amount of the drive motor target
torque TM*, i.e., only the amount of the target torque difference
.DELTA.TM*:
In this case, .gamma.em is a gear ratio from the engine 11 (FIG. 2)
to the drive motor 25. When a gear ratio from the engine 11 to the
drive wheel 37 (the same as the gear ratio from the engine 11 to
the pinion (not shown) of the differential device 36) is .gamma.ew
and a gear ratio from the drive motor 25 to the drive wheel 37 is
.gamma. mw, the gear ratio .gamma.em is calculated as follows:
Next, the engine torque adjustment processing mechanism 93 adjusts
the engine target torque TE* by only the amount of the engine
torque equivalent .DELTA.TE*. If the engine target torque after
adjustment is represented as TE.eta.*, then the engine target
torque TE.eta.* can be calculated as follows:
In this case, the drive motor target torque TM* and
.rho..multidot.TM* are values during regeneration and assume
negative values. Furthermore, because TM*<.rho..multidot.TM*,
the target torque difference .DELTA.TM* also assumes a negative
value and the engine torque equivalent .DELTA.TE* also assumes a
negative value. In this way, if the engine target torque TE* is
adjusted, the engine control processing mechanism sets the limited
engine target torque TE.eta.* as the engine target torque TE* and
drives the engine 11.
Therefore, for example, during regeneration of the drive motor 25,
if the temperature tmM in timing t1 becomes higher than the
threshold value tmMth, then the regenerative torque is limited from
the timing t1 to the timing t2, and the drive motor target torque
TM* is limited and increased (the absolute value
.vertline.TM*.vertline. is reduced) by only the amount of the
target torque difference .DELTA.TM*. Therefore, as shown in FIG.
24, the drive motor torque TM (regenerative torque) during
regeneration is gradually increased (the absolute value
.vertline.TM.vertline. is reduced) from the timing t1 to the timing
t2.
Then, as the drive motor target torque TM* is limited, the engine
target torque TE* is limited and reduced by only the amount of the
engine torque equivalent .DELTA.TE*. Therefore, as shown in FIG.
24, the engine torque TE during regeneration is gradually reduced
from the timing t1 to the timing t2.
As a result, a vehicle output torque TO, obtained by adding
together the drive motor torque TM and the engine torque TE,
assumes a constant value without being varied from the timing t1 to
the timing t2. In this way, when a torque limit index has exceeded
a threshold value and it has become necessary to limit the
regenerative torque of the drive motor 25, the engine torque TE is
limited and reduced by that amount only. Therefore, an engine
torque TE greater than the vehicle requirement torque TO* is not
transmitted to the drive wheel 37, thus an unpleasant sensation is
not imparted to the driver.
Note that the broken lines in FIG. 24 indicate the vehicle output
torque TO when the engine target torque inverter voltage has not
been adjusted when the regenerative torque is limited. Meanwhile,
if the vehicle requirement output PO becomes larger as the vehicle
requirement torque TO* becomes larger, the engine target torque TE*
is also made to increase. If the vehicle requirement torque TO*
becomes greater than a predetermined value, however, it is not
possible to accordingly increase the engine target torque TE*.
Thus, a powering control processing mechanism (not shown) of the
vehicle control device 51 (FIG. 6) executes a powering control
process, calculates the deficient amount by which the engine target
torque TE* is deficient with respect to the vehicle requirement
torque TO*, and sends the calculated deficient amount to the drive
motor control device 49 as powering target torque. Then, the drive
motor control device 49 drives the drive motor 25 based on the
powering target torque and supplements as powering torque the drive
motor torque TM corresponding to the deficient amount.
Meanwhile, if the temperature tmM becomes greater than the
threshold value tmMth for some reason during powering of the drive
motor 25, the index determination processing mechanism 91 reads the
temperature tmM of the coil 42 detected by the drive motor
temperature sensor 65 which is the torque limit index detection
portion, and determines whether the temperature tmM has exceeded
the threshold value tmMth, i.e., whether the temperature tmM has
become higher than the threshold value tmMth. If the temperature
tmM has become higher than the threshold value tmMth, the torque
limit processing mechanism 92 executes a torque control process and
limits and reduces the powering torque.
To accomplish this, the torque limit processing mechanism 92 limits
the drive motor target torque TM* during powering (positive value)
and reduces it by only the amount of the target torque difference,
.DELTA.TM* (the absolute value .vertline.TM*.vertline. is also
reduced). As a result, as shown in FIG. 25, the drive motor torque
TM (powering torque) is gradually reduced from timing t11 to timing
t12 (the absolute value .vertline.TM*.vertline. is also
reduced).
In this case, according to this, the vehicle output torque TO* is
reduced, as shown by the broken lines. If an engine torque TE
smaller than the vehicle requirement torque TO* is transmitted to
the drive wheel 37, then an unpleasant sensation is imparted to the
driver.
Therefore, as the drive motor target torque TM* is limited so that
the sum of the limited drive motor target torque TM* and the engine
target torque TE* satisfies the vehicle requirement torque TO*, the
engine torque adjustment processing mechanism 93 adjusts the engine
target torque TE* from the timing t11 to the timing t12, increasing
it by only the amount of the engine torque equivalent .DELTA.TE* of
the target torque difference .DELTA.TM*. Accordingly, the engine
torque TE during powering is gradually increased from the timing t1
to the timing t2.
As a result, the vehicle output torque TO obtained by adding the
drive motor torque TM and the engine torque TE assumes a constant
value without being varied from the timing t11 to the timing t12.
Note that the broken lines indicate the vehicle output torque TO
when the engine target torque TE* has not been adjusted when the
powering torque is limited.
Note that the temperature tmM of the coil 42 indicates the torque
limit index for limiting the powering torque when the powering
torque is generated by the drive motor 25. Furthermore, the drive
motor drive portion is constituted by the drive motor 25.
Next, the flowchart of FIG. 23 will be described. In step S17-1, a
determination is made as to whether the drive motor target torque
TM* is limited. If the drive motor target torque TM* is limited,
the operation proceeds to step S17-2. If not limited, the operation
proceeds to step S17-5. In step S17-2, the target torque difference
.DELTA.TM* is calculated, in step S17-3, the engine torque
equivalent .DELTA.TE* is calculated in step S17-4, the engine
target torque TE* is adjusted and in step S17-5, the engine 11 is
driven with the engine target torque TE* and the operation
returns.
Meanwhile, in the hybrid vehicle described above, when a driver
selects a reverse range by manipulating a shift lever in order to
move the hybrid vehicle backward, the drive motor 25 is driven in a
reverse direction, so that the drive motor torque TM and the drive
motor rotational speed NM assume negative values and the ring gear
R is rotated in the reverse direction.
Subsequently, the vehicle control device 51 reads a shift position
SP detected by the shift position sensor 53 and determines whether
the reverse range is selected based upon the shift position SP. If
the reverse range is selected, the vehicle control device 51
calculates the drive motor target torque TM* which is a negative
value, and transmits it to the drive motor control device 49. Upon
receiving the drive motor target torque TM*, the drive motor
control device 49 reversely drives the drive motor 25 based upon
the drive motor target torque TM*, thereby rotating the drive wheel
37 in the reverse direction. Thus, the hybrid vehicle can be driven
backward.
As described above, if it becomes necessary to limit the drive
motor torque TM for some reason when a driver starts to move the
hybrid vehicle backward while running the engine 11, it is
difficult to drive the hybrid vehicle backward unless the drive
motor torque TM in the reverse direction is generated such that it
is sufficient to overpower the engine TE. This imparts an
unpleasant sensation to the driver.
To overcome such a problem, a hybrid vehicle drive control device
according to a second embodiment of the invention, which will
hereafter be described, has been developed in order to reliably
drive the hybrid vehicle backward by adjusting engine torque TE if
it becomes necessary to limit drive motor torque TM when the hybrid
vehicle is started to move backward. The structures and the like of
this embodiment that are substantially the same as those of the
first embodiment are represented by like reference numerals in the
drawings, and will not be explained again.
In this case, the index determination processing mechanism 91 (FIG.
1) of the vehicle control device 51 (FIG. 6) executes an index
determination process, reads the temperature tmM of the coil 42
detected by the drive motor temperature sensor 65 and determines
whether the temperature tmM has exceeded a threshold value tmMth,
i.e., whether the temperature tmM has become higher than the
threshold value tmMth. If the temperature tmM has become higher
than the threshold value tmMth, the torque limit processing
mechanism 92 of the vehicle control device 51 executes a torque
control process to limit the drive motor torque TM. Therefore, the
torque limit processing mechanism 92 limits and reduces the drive
motor torque TM* during backward movement.
In this case, the temperature tmM indicates the torque limit index
that is the index for limiting drive motor torque TM when the drive
motor torque TM is limited by the drive motor 25. Furthermore, a
drive motor drive portion comprises the drive motor 25. As shown in
FIG. 22, when the temperature tmM is equal to or lower than the
threshold value tmMth, the limit ratio .rho. is 1 and the drive
motor target torque TM* during regeneration is not limited. On the
other hand, when the temperature tmM becomes higher than the
threshold value tmMth, the limit ratio .rho. decreases as the
temperature tmM increases, and thus the drive motor target torque
TM* is limited and becomes .rho..multidot.TM*.
Furthermore, as in the case in which limiting of the generative
torque is required, in addition to the case where the drive motor
25 has overheated and a temperature of the drive motor 25, for
example, the temperature tmM of the coil 42, has become higher than
the threshold value tmMth, a case such as where a temperature of
the inverter 29, a temperature of the cooling oil for cooling the
drive motor 25, or the like, has become higher than a threshold
value or a case in which an abnormal state has occurred in the
hybrid vehicle drive device may also be considered as a state that
requires limiting of the drive motor torque TM. In this case, a
temperature sensor such as an inverter temperature sensor for
detecting a temperature of the inverter 29 or a cooling oil
temperature sensor for detecting a temperature of the cooling oil
that cools the drive motor 25 is provided as the torque limit index
detection portion in place of the drive motor temperature sensor
65. When the temperature of the inverter 29, the temperature of the
cooling oil for cooling the drive motor 25, or the like, has become
higher than the respective threshold value or an abnormal state has
occurred in the hybrid vehicle drive device, the sending of the
drive signal SG2 to the inverter 29 is stopped. The drive of the
inverter 29 is therefore stopped, thus limiting the regenerative
torque in the drive motor 25.
In this case, the drive motor drive portion comprises the drive
motor 25, the inverter 29 and a cooling system of the drive motor
25, and the drive motor drive portion temperature that indicates
the torque limit index comprises the temperature of the drive motor
25, the temperature of the inverter 29, the temperature of the
cooling oil and the like.
Furthermore, a state where a voltage, a current, an electrical
output or the like, generated on the input port side of the
inverter 29 in accordance with regeneration is decreased equal to
or lower than a threshold may also be considered as the state that
requires limiting of the regenerative torque. In this case, the
torque limit index detection portion comprises a voltage sensor, a
current sensor, or the like for detecting a voltage, current, or
the like, generated on the input side of the inverter 29
constitutes. When the voltage, the current, or the like on the
input side of the inverter 29 has become higher than the respective
threshold value, the torque limit index detection portion stops the
sending of the drive signal SG2 to the inverter 29, the drive of
the inverter 29, and thus limits the regenerative torque in the
drive motor 25. Furthermore, an electrical output calculation
processing mechanism (not shown) of the drive motor control device
49 may also execute an electrical output calculation process to
calculate an electrical output based on the voltage and the
current, so that when the calculated electrical output has exceeded
a threshold value, the sending of the drive signal SG2 to the
inverter 29 is stopped. The drive of the inverter 29 is therefore
stopped, thus limiting the drive motor torque TM in the drive motor
25.
In this case, the drive motor drive portion comprises the inverter
29, and the electrical variable that indicates the torque limit
index comprises the voltage, the current, and the electrical
output. Furthermore, the torque limit index detection portion
comprises the voltage sensor, the current sensor, and the
electrical output calculation mechanism.
Meanwhile, in the hybrid vehicle as described above, when the
battery remaining charge SOC becomes less, the battery
charge/discharge requirement output PB becomes greater. The vehicle
requirement output PO also becomes greater and a driving point for
the engine 11 which corresponds to the vehicle requirement output
PO is determined. Consequently, the engine 11 is driven at the
driving point and power is generated by the generator 16. In
addition, even if a load applied on the battery 43 becomes greater
due to the running of an auxiliary device, such as an
air-conditioner, which consumes much power, the engine 11 is driven
and power is generated by the generator 16.
As mentioned above, if it becomes necessary to limit the drive
motor torque TM for some reason when a driver starts to move the
hybrid vehicle backward while running the engine 11, it is
difficult to drive the hybrid vehicle backward unless the drive
motor torque TM in the reverse direction is generated such that it
is sufficient to overpower the engine torque TE. This imparts an
uncomfortable sensation to the driver.
In order to prevent such a problem, the engine control processing
mechanism limits the engine torque TE by only an amount that the
drive motor torque TM is limited. Specifically, it limits the
engine torque TE so that the sum of the limited drive motor torque
TM and the engine torque TE satisfies the vehicle requirement
torque TO*, therefore limiting the engine target torque TE*.
Next, a subroutine of the engine control process in step S17 of
FIG.8 will be described. FIG. 26 is a drawing illustrating the
subroutine of the engine control process according to the second
embodiment of the invention and FIG. 27 is a time chart
illustrating an operation of the engine control process according
to the second embodiment of the invention.
First, a range determination processing mechanism (not shown) of
the engine control processing mechanism executes a range
determination process in order to read the shift position SP and
determine whether a reverse range is selected based upon the shift
position SP. If the reverse range is selected, the torque limit
determination processing mechanism (not shown) of the engine
control processing mechanism performs a torque limit determination
process in order to determine whether the drive motor torque TM is
limited according to whether drive motor target torque TM* is
limited. If the drive motor target torque TM* is limited and the
drive motor torque TM is limited, the engine torque adjustment
processing mechanism 93 (FIG. 1) of the engine control processing
mechanism executes, as in the case of the first embodiment, an
engine torque adjustment process and adjusts the engine torque TE.
To accomplish this, the engine torque adjustment processing
mechanism 93 calculates the difference between the drive motor
target torque TM* before limiting and the drive motor target torque
.rho..multidot.TM* after limiting, i.e., the target torque
difference .DELTA.TM*:
Next, the engine torque adjustment processing mechanism 93
calculates the engine torque equivalent .DELTA.TE* of the target
torque difference .DELTA.TM* in order to adjust the engine target
torque TE* by only the amount of the target torque difference
.DELTA.TM*. Subsequently, the engine torque adjustment processing
mechanism 93 adjusts the engine target torque TE* by only an amount
of the engine torque equivalent .DELTA.TE*. If the engine target
torque after adjustment is represented as TE.eta.*, then the engine
target torque TE.eta.can be calculated as follows:
In this case, the drive motor target torque TM* and
.rho..multidot.TM* are values during powering for driving the
hybrid vehicle backward, and assume negative values. Furthermore,
because TM*<.rho..multidot.TM*, the target torque difference
.DELTA.TM* also assumes a negative value and the engine torque
equivalent .DELTA.TE* also assumes a negative value. In this way,
if the engine target torque TE* is adjusted, the engine control
processing mechanism sets the limited engine target torque TE.eta.*
as the engine target torque TE* and drives the engine 11 (FIG.
6).
Therefore, for example, during powering of the drive motor 25, if
the temperature tmM in timing t21 becomes higher than the threshold
value tmMth, then the drive motor torque TM is limited from the
timing t21 to timing t22, and the drive motor target torque TM* is
limited and increased (the absolute value .vertline.TM*.vertline.
is reduced) by only the amount of the target torque difference
.DELTA.TM*. Therefore, as shown in FIG. 27, the drive motor torque
TM (powering torque) during powering for driving the hybrid vehicle
backward is gradually increased (the absolute value
.vertline.TM*.vertline. is reduced) from the timing t21 to the
timing t22.
Then, as the drive motor target torque TM* is limited, the engine
target torque TE* is limited and reduced by only the amount of the
engine torque equivalent .DELTA.TE*. Therefore, as shown in FIG.
27, the engine torque TE during regeneration is gradually reduced
from the timing t21 to the timing t22.
As a result, a vehicle output torque TO, obtained by adding
together the drive motor torque TM and the engine torque TE,
assumes a constant value without being varied from the timing t21
to the timing t22.
In this way, when a torque limit index has exceeded a threshold
value and it has become necessary to limit the drive motor torque
TM of the drive motor 25, the engine torque TE is limited and
reduced by only that amount. Therefore, the drive motor torque TM
in the reverse direction is generated such that it is sufficient to
overpower the engine torque TE, and this makes it easy to drive the
hybrid vehicle backward. Accordingly, a driver does not have an
unpleasant sensation.
Note that the broken lines in FIG. 27 indicate the vehicle output
torque TO when the engine target torque TE* has not been adjusted
when the drive motor torque TM is limited
Next, the flowchart of FIG. 26 will be described. In step S17-11, a
determination is made as to whether the reverse range is selected.
If the reverse range is selected, the operation proceeds to step
S17-12. If the reverse range is not selected, the operation
proceeds to step S17-16. In step S17-12, a determination is made as
to whether the drive motor target torque TM* is limited. If the
drive motor target torque TM* is limited, the operation proceeds to
step S17-13. If not, the operation proceeds to step S17-16. In step
S17-13, the target torque difference .DELTA.TM* is calculated, in
step S17-14, the engine torque equivalent .DELTA.TE* is calculated,
in step S17-15, the engine target torque TE* is adjusted, and in
step S17-16, the engine 11 is driven with the engine target torque
TE*, and the operation returns.
A hybrid vehicle drive control device according to a third
embodiment of the invention will hereafter be described. The hybrid
vehicle drive control device of the third embodiment reliably moves
the vehicle backward where, a reverse range is selected in a
situation where the drive motor 25 cannot output the drive motor
torque TM sufficient to overpower the engine torque TE even though
the engine torque TE is limited due to, for example, abnormal
overheating of the drive motor 25 or an insufficient amount of
charges in the battery 43 caused to malfunction.
FIG. 28 is a drawing illustrating the subroutine of the engine
control process according to the third embodiment of the invention.
In this case, the torque limit determination processing mechanism
(not shown) of the engine control processing mechanism performs the
torque limit determination process in order to determine whether
the drive motor torque TM is limited according to whether the drive
motor target torque TM* is limited. If the drive motor target
torque TM* is limited and the drive motor torque TM is limited, the
range determination processing mechanism (not shown) of the engine
control processing mechanism executes the range determination
process in order to read the shift position SP and determines
whether the reverse range is selected based upon the shift position
SP. If the reverse range is selected, the engine stop control
processing mechanism (not shown) of the engine control processing
mechanism executes the engine stop control process in order to stop
fuel injection and ignition in the engine 11 (FIG. 6) and turn the
throttle opening .theta. to 0 [%], thereby stopping the engine
11.
If the reverse range is not selected, the engine torque adjustment
processing mechanism 93 (FIG. 1) of the engine control processing
mechanism performs the engine torque adjustment process. In this
way, if the reverse range is selected when the torque limit index
has exceeded the threshold and it has become necessary to limit the
drive motor torque TM of the drive motor 25, the engine 11 is
stopped and the engine torque TE becomes zero. Accordingly, the
drive motor torque TM in the reverse direction can be reliably
generated.
Accordingly, this facilitates backward moving of the hybrid vehicle
and prevents an unpleasant sensation from being imparted to a
driver. In the present embodiment, when the reverse range is
selected, the engine stop control processing mechanism executes the
engine stop control process in order that the fuel injection and
ignition of the engine 11 are stopped and the throttle opening
.theta. is turned to 0 [%], thereby stopping the engine 11.
However, the engine control processing mechanism may bring the
engine 11 into an idling state. In this case, the engine control
processing mechanism brings about the idling state by setting the
engine target torque TE* to zero.
Next, the flowchart of FIG. 28 will be described. In step S17-21, a
determination is made as to whether the drive motor target torque
TM* is limited. If the drive motor target torque TM* is limited,
the operation proceeds to step S17-22. If not limited, the
operation proceeds to step S17-22. In step 17-22, a determination
is made as to whether the reverse range is selected. If the reverse
range is selected, the operation proceeds to step S17-23 where the
engine is stopped and the operation returns. If not selected, the
operation proceeds to step S17-24.
In step S17-24, the target torque difference .DELTA.TM* is
calculated, in step S17-25, the engine torque equivalent .DELTA.TE*
is calculated, in step S17-26, the engine target torque TE* is
adjusted, and in step S17-27, the engine 11 is driven with the
engine target torque TE*, and the operation returns.
In the third embodiment, the case where, when the reverse range is
selected for example, the engine 11 is stopped or brought into an
idling state has been discussed. However, this embodiment may bring
the engine 11 into a stopped state or an idling state while
selecting a forward range.
the invention is not limited to the aforementioned embodiments, and
various modifications based on the purpose of the invention are
possible, which are regarded as within the scope of the
invention.
* * * * *